1951, 04 January: Milwaukee Hearing

The Montana railroad commission today set for hearing In Lewistown Jan. 17 the Milwaukee railroad's petition for authority to stop running two trains between Great Falls, Lewistown and Harlowton. Commission Chairman Paul T. Smith said the petition will be heard in the Fergus county courthouse at 9:30 a. m. Interested persons may offer evidence in the case.

--- Helena Daily Independent

Ice Fishing A Flathead winter fishing spot is this section of ice over 10 to 30 foot deep water in Bad Rock canyon. Columbia mountain keeps the sun away from this edge of ice. Fishermen talking things over before a session of line dangling in the cold water include Fred Kammerdiener, Kalispell; R. T. Kangas and Rodey Popovich, Hungry Horse. On other side of river is Great Northern mainline near tunnel No. 5.

 

1951, 04 January: Petition For Rate Increase Taken Under Advisement

The Montana board of railway and public service commissioners today took under advisement petitions to increase intrastate rates on express, newspaper baggage and road and oil fuel.

The action was taken after no protests were heard at hearings on applications this morning at the Lewis and Clark county courthouse. Montana rail carriers, the Northern Pacific Transport company and Great Northern Railway company motor lines asked an increase of 20 per cent on existing rates for baggage service of newspapers.

Northland Greyhound Lines requested raises including increase of the minimum charge to 50 cents, hike rates on newspapers to 1 cents per pound and adjust rates ranging from 50 cents up to 50 miles to $2.70 for 400 miles.

--- Helena Daily Independent

1951, 05 January: Stoltze Mill Curtails Operations

Flathead county’s largest sawmill, the Stoltze Land and Lumber Co. operation at nearby Half Moon expects to shut its sawmill down Wednesday for winter repairs. Half Moon employes 105 men.

Resuming operations this coming week is the Half Moon planer down presently for inventory. The Stoltze mill has a record 6,500,000 board feet of lumber in the yards, and an estimated 5,500,000 board feet of logs deck at the pond. This backlog is expected to encourage earlier operations next spring.

Partial bottleneck to present lumber shipments is capacity of dry kilns. There is market for dry lumber and less for green.

This week saw increased activity in Martin City and Coram as Glacier – Coram planer mill operations resumed. Cy Tonner is also logging up Emery creek, and men are working at the North Fork Lumber Co., and Leverson and Paige’s Martin City Lumber Co.

In Columbia Falls Plum Creek mill expects to continue operations through the winter with an interlude for repairs. Plum Creek this month will complete shipment of the second half of a U. S. government purchase of about 750,000 board feet.

Rocky Mountain Lumber Co. mill in Columbia Falls plans to continue operations as long as weather permits. Superior Buildings Co. mill in Columbia Falls is completing a Bureau of Reclamation $8,300 contract for resawing 158,112 board feet of coast fir. These 12 by 12s had been obtained for a proposed cofferdam extension and not used. The lumber will be used in the Hungry Horse powerhouse.

Log hauling from the Hungry Horse reservoir is expected to virtually end this weekend.

--- Hungry Horse News

Cy Tonner's North Fork Mill Now being sawed at Cy Tonner's North Fork mill near Coram are these large pine logs that earlier this spring were 6-foot through trees at the Sutton ranch in Lost Prairie, the other side of Kalispell. Largest of the logs contained about 4,500 board feet. Men in the picture are Mern Howell, Cap Loveall, Cy Tonner, John Cusick and John Erickson, it's half a house to a log.

 

1951, 05 January: G. N. Christmas Travel Heavy

Travel on Great Northern trains during this year's Christmas holiday season was heavier than last year, according to H. G. Decker, agent at Whitefish.

"A few passengers couldn't get exactly the accommodations they preferred," Mr. Decker said, but nobody was left behind.

1951, 05 January: G. N. Vice President Speaker At Chamber Dinner

Tickets for the annual banquet of the Chamber of Commerce to be held Wednesday, January 10, are now on sale at $1.75 each at the office of the organization under the First National Bank and may also be purchased from A. F. Evey, chairman of the ticket sales.

Speaker of the evening will be John M. Budd, operating vice president of the Great Northern Railway and former division superintendent here. The title of Mr. Budd's address is "It Doesn't Make Sense." The dinner will be held at seven o'clock at the Moose Hall, L. E. Scott, Oscar Knutson and Roy Arnold are in charge of dinner arrangements. The program has been planned by Shirley Lincoln, newly elected president of the Chamber, and H. B. Markus.

Mr. Budd began his railroading career with Great Northern in 1930 and, except for three years in the Military Railway service during World War II, served with this company until becoming president of the Chicago & Eastern Illinois, with headquarters in Chicago.

Starting in 1930 with Great Northern as assistant to the electrical engineer, Mr. Budd became assistant trainmaster at Wilmar, Minn., in 1933 and trainmaster there in 1934.

Two years later he was appointed trainmaster on the Spokane division and in 1940 superintendent of the Klamath division in Oregon. In early 1942 he became superintendent of the Kalispell division and in late 1942 entered the army.

He went into the Military Railway Service with the 704th Railway Grand Division, made up of Great Northern personnel, and later shifted to the 727th Railway Operating Battalion. He served in the European Theater of operations and gained the rank of colonel.

In late 1945 Mr. Budd returned to Great Northern as assistant general manager of lines east of Williston, N. D.

When named president of the Chicago & Eastern Illinois on June 1, 1947, at the age of 39, he became the youngest president of a Class 1 railway in the country.

On June 1, 1949, Mr. Budd became Great Northern's operating vice president, succeeding the late Thomas F. Dixon.

G. N. Advertisement
November 14, 1951
Whitefish Pilot

 

1951, 08 January: Montana And Canada Once Connected By Canal

By Frank H. Trippet, Kalispell News-Farm Journal

Almost now forgotten, but actually there was a time when the Columbia and Kootenai rivers were joined by a canal forming a continuously accessible water route for increased transportation between Golden, British Columbia, north, and Jennings, Mont. on the south.

Work on the construction of this canal was started 1886. The prime object was to furnish a waterway connection between the Great Northern Railway in Montana and the Canadian Pacific in British Columbia.

Work was competed with two huge wooden locks. This work was useless because the canal proved to be of no value. Three passages of river steamers were all that were established through the canal. These three steamers were the S. S. Gwendoln, the S. S. North Star and the S. S. Golden. The S. S. Gwendoln was 77 feet long with an 18 foot beam which made its first trip in the spring of 1893 and returned in the fall of 1894. The S. S. North Star was 120 feet long with a 24 foot beam. This steamer came from Jennings, Mont. and with great difficulty passed through the canal in 1898.

The "Know Montana" series was sponsored by the Anaconda Copper Mining Company.

1951, 08 January: Several Changes In G. N. Schedule Are Announced

St. Paul, Minn., Jan. 8 – Effective Jan. 14 the Great Northern Railway is making a number of changes and adjustments in schedules of trains on its main line between St. Paul and Seattle and adjusting branch line schedules to coincide. Terminal time of the Empire Builder will not change.

In Montana, east-bound train No. 2 will leave all stations east of Whitefish on an earlier schedule to and including Willmar, Minn. Train No. 4 will leave Seattle 15 minutes earlier and maintain an adjusted schedule to Grand Forks.

Train No. 28 east-bound will leave Seattle 15 minutes earlier and operate on a much faster schedule to St. Paul, arriving here at 11 p. m., 2 hours and 25 minutes earlier.

Local trains No. 223 and No. 224 between Williston and Havre will operate on a new schedule.

In addition to the schedule of main line trains, there will be adjustments in schedules of trains No. 43 and No. 42 between Billings and Shelby, trains No. 237 and No. 222 between Kalispell and Whitefish will be adjusted to conform with main line changes.

Under the new schedule, train No. 2 leaves Whitefish at 6:55 a. m., Havre at 12:45 p. m., Glasgow at 3:25 p. m., Williston at 7:10 p. m., and Minot at 7:02 p. m., (Time change, one hour later here).

Train No. 4 leaves Whitefish at 3:40 p. m., Havre at 10:45 p. m., Glasgow at 1:55 a. m., Culbertson at 4:10 a. m., and Minot at 9:25 a. m.

Train No. 28 leaves Whitefish at 5:20 p. m., Havre at 1:00 a. m., Glasgow at 4:10 a. m., Williston at 9:05 a. m, (time changing here to one hour later) and Minot at 11:55 a. m.

Train No. 223 leaves Williston at 8:30 a. m., Culbertson at 9:40 a. m., Glasgow 12:20 p. m., and arrives at Havre at 4:30 p. m.

Train No. 224 leaves Havre at 8:20 a. m., Glasgow at 12:40 p. m., and arrives at Williston at 4:30 p. m.

Branch line train No. 42 leaves Shelby at 8:40 p. m., Great Falls at 12:15 a. m., 30 minutes earlier than the old schedule, and arrives in Billings at 7 a. m.

No. 43 leaves Billings at 11:30 p. m., Great Falls at 7:05 a. m., and arrives at Shelby at 10:05 a. m.

No. 222 leaves Great Falls at 9:50 p. m., and arrives at Havre 12:35 a. m.

No. 237 leaves Havre at 1 p. m., 15 minutes earlier than the old schedule and arrives in Great Falls at 3:45 p. m.

Train No. 290, Scobey to Williston, runs on a faster schedule from Plentywood to Williston, leaving Plentywood at 2:50 p. m., and arriving at Williston at 5:25 p. m.

The Whitefish - Kalispell bus, to provide connections with the main line trains, will leave Kalispell at 6:05 and 10:30 a. m., and 2:15, 4:40 and 5:30 p. m., arriving at Whitefish at 6:35 and 11 a. m., and 2:45, 5:10 and 6 p. m. It leaves Whitefish at 7 and 11 a. m. and 3:45, 5:15 and 6:15 p. m., arriving in Kalispell at 7:30 a. m., and 12:01, 4:15, 5:45 and 6:45 p. m.

Tank Cars At Kalispell Refinery Tank cars are lined up to be emptied of their crude oil. Oil refined here comes from southwestern Montana and Canadian fields. A freight rate adjustment made it financially feasible to reopen the refinery. Willard Aronow, president and manager of the company, checks for viscosity in the refinery lab.

 

1951, 10 January: Great Northern Brings Suit Against County

Suit against Flathead county and Merlyn Emmert, county treasurer, for refund of $2,289.99 in taxes paid in November has been brought by the Great Northern Railway, which represents an alleged over charge on the first half of its 1950 tax bill. The year's over charge, the railway company alleges, is $4,579.98.

The complaint recites that the $289.99 was paid under protest under an alleged illegal levy of 1.70 mills, which produces $4,579.98 on this year's tax bill.

The railway charges that the county commissioners designated a tax levy of 9.70 mills for the poor fund. The complaint further said the Flathead levy is 6 mills but that the state board of equalization allowed two additional mills to make the Flathead levy 8 mills. The company says that 1.70 mills is an overcharge. The company holds that the levy should have been for 8 mills.

--- Montana Grange News

1951, 11 January: G. N. Cutting Ice At Fresno Lake

Havre, Jan. 11 — The Great Northern railway is cutting ice on near-by Fresno lake and plans to harvest about 4,000 tons for servicing G. N. trains here and at Great Falls and Butte. The three division points were shipped 7,200 tons last year, but the need was below normal.

--- Independent Record

1951, 12 January: Budd Reports Transportation Policy Harmful to Railroads

Government regulations favoring transportation methods that compete with railroads don't make sense, John M. Budd told 160 guests at a Chamber of Commerce banquet at the Moose Hall Wednesday evening. Mr. Budd, operating vice president of the Great Northern Railway, was featured speaker at the Chamber's annual meeting.

Long ago, Mr. Budd said, railroads had a virtual monopoly on transportation and were therefore regulated by the government. "They are still treated as if they had a monopoly," said the speaker, although competition now comes from transportation by highways, air, waterways and pipelines.

It is the stated policy of the Interstate Commerce Act to provide for fair and impartial regulation of all modes of transportation, but this is merely a statement, Mr. Budd said. The policy followed by government bodies is not the same as the one written. Examples are the unofficial subsidies given to air transportation by the Civil Aeronautics Board and government expenditures of millions of dollars for channels, locks and barge lines on inland waterways, all of which compete with the rigidly regulated business of railroads.

"Railroads have a tremendous investment in tracks, but have to compete with trucks that have roads provided for them," said Mr. Budd, "This surely doesn't make sense. The advantage to the truck freight companies is obvious. Trucks do no pay enough taxes to pay for the damage they do to the roads."

Pointing out that railroads are still the backbone of transportation, Mr. Budd called for a "national transportation policy that is workable and adhered to." He said, "The enlightened American people will demand that inequalities be corrected so that they can have a sound, vigorous transportation system."

Describing improvements made by the Great Northern in service and convenience, Mr. Budd said that about 60 per cent of the main line from Shelby to Seattle has been relocated since it was first built, freight cars are stronger, passenger cars and service are better and working conditions for employees have materially improved.

Mayor C. I. Moulton, speaking on 'Community Accomplishment,' gave as a recipe for a good community "good churches, good schools, good employment, good neighbors, good local government and good service clubs."

Mr. Moulton outlined that many achievements of the Chamber of Commerce in encouraging tourists to visit Whitefish and its activities in behalf of the Whitefish people. The Mayor also listed local improvements in comfort, convenience and safety brought about by the city council.

Roy N. Arnold, master of ceremonies, was introduced by Shirley Lincoln, new president of the Chamber, succeeding N. E. Wallin. Mr. Arnold paid a tribute to the late Thomas Dixon, who was vice president in charge of operations for the Great Northern, stating. "His success in life was a glowing ray of encouragement to young men with the initiative to climb the ladder of success."

The Rev. J. F. Reagan delivered the invocation, and Leonard Hetrick led group singing. Mrs. Glady's Barker and Russell Ramlow gave vocal solos, accompanied by Mrs. W. J. Phipps. Waitresses for the banquet were girls of the high school Latin Club. A. F. Evey was in charge of ticket sales, with L. E. Scott and Oscar Knutson constituting the arrangements committee.

1951, 12 January: No. 28's Time Moved Up Starting January 14

Effective January 14 the Great Northern Railway is making several changes in its main line schedule, but, only one change will affect Whitefish, according to H. G. Decker, agent. No. 28 will operate on a faster schedule from Seattle to St. Paul, arriving in Whitefish at 5:10 p. m. Arrival time of No. 28 here has been 6:55 p. m.

The bus schedule between Kalispell and Whitefish will also be adjusted to make connections.

1951, 12 January: Year End Statement By F. J. Gavin

Great Northern Railway stepped up its pace as a transportation artery in 1950 to meet increased traffic arising from the international situation and our increasing domestic production.

Considerable new equipment was placed in service during 1950 and more is coming in 1951 to help meet our portion of the nation's expanding transportation requirements.

Eighty new diesel-electric locomotives for freight, passenger and switching duty and 85 new passenger cars were received during 1950, while Western Fruit Express Company, our refrigerator car subsidiary, added 500 new cars.

Three completely new streamlined passenger trains began operating during 1950. One, the Red River, travels a round trip daily between Grand Forks, N. D., and Minneapolis and St. Paul. The other two, both named the International, together make three round trips daily between Seattle and Vancouver, B. C.

Expenditure of $11,205,000 was authorized during 1950 for new freight equipment to be delivered in 1951. Included are 1,000 boxcars, 100 covered hoppers, 250 gondolas and 400 new refrigerator cars for Western Fruit Express Company. Delivery of 30 new passenger cars also will take place in 1951.

Another completely new fleet of Empire Builder streamliners will go into service about mid-1951 between Chicago, Seattle and Portland. The present streamlined Empire Builder fleet, new in 1947, then will take over the run of the Oriental Limited, also between Chicago and Seattle and Portland. Both our fleets of transcontinental trains then will be entirely made up of streamliners with the most modern equipment.

Many millions of dollars were spent in 1950 for heavier rail and otherwise improving track and structures to increase the railway's efficiency. This will continue in 1951, including installation of 39,000 tons of new 115-pound rail, costing $11,700,000 to replace lighter steel on various segments.

An application was filed late in 1950 seeking Interstate Commerce Commission permission to acquire the Pacific Coast Railroad, a 30-mile line in and near Seattle. Included is trackage and industrial property on which considerable future development may be expected in the Renton district.

1951, 16 January: G. N. Car Shortage Shuts Mills

Lack of freight cars this week is causing an unexpected jump in Flathead county unemployment rolls. Mill shutdowns because of the car shortage is costing the jobs of 100 men, and the figure is expected to rise.

Plum Creek mill in Columbia Falls laid off its planer crew Thursday morning. H. S. Weeks, general manager at Plum Creek, Thursday morning wired Congressman Mike Mansfield that lack of freight cars was resulting in Plum Creek’s inability to even find cars for filling government orders for army and navy installations.

Plum Creek’s present government orders totaled about 750,000 board feet. Where the mill has commercial and government orders for four and five boxcars of lumber a day, it received seven cars this week.

Plum Creek had planned operations through the winter. Installations were made during the past summer to heat buildings and keep the pond open. The present shutdown effecting mid-winter paychecks of 85 men a week at this one Columbia Falls mill is entirely a result of the freight car shortage, Weeks commented.

Stoltze Land and Lumber Co. at nearby Half Moon unexpectedly laid off its planer crew of 35 men Wednesday. There weren’t cars available to ship lumber. Half Moon had scheduled a mid-winter shutdown of the sawmill, but the planer was to keep operating through the winter.

Great Northern officials in Whitefish contacted by the Hungry Horse News Thursday morning commented that the railroad was doing everything in its power to get cars. The whole Great Northern system, the spokesman continued received just 69 G. N. empties from connecting lines Tuesday. Now the railroad has less than 70 per cent of its own cars on its lines.

"Empties" are on other lines mostly in the east and southeast with many of them being absent for six and eight months.

The American Association of Railroads has the power to direct eastern railroads to return cars to the west.

The car shortage is resulting in the Great Northern now having more than 200 blocked elevators, an unheard of situation at this time of year, the railroad spokesman continued.

Also feeling the car shortage are the Northern Pacific, Milwaukee and Union Pacific roads.

--- Hungry Horse News

1951, 19 January: G. N. Freight Car Outlook Is Dip Before Plenty

Immediate outlook for freight cars to ship Flathead valley lumber is not good, report Great Northern railroad officials in Whitefish.

A Thursday morning telephone call to St. Paul brought information that the situation is not better, but there are definite indications that there will be more cars early in February.

The Hungry Horse News last week presented the Flathead first general information about the car shortage threatening the jobs of local men. The matter has since received wide publicity.

Thursday morning the Hungry Horse News working in cooperation with local mills telephoned Congressman Mike Mansfield.

The congressman reported receipt of a letter Wednesday from Charles L. Harrison, acting director of the Interstate Commerce Commission.

Harrison said: "There is a very serious shortage of this type of equipment in all sections of the country. This situation developed late in November due to the severe weather in the middle states."

He added that further complications came about as a result of labor developments in Chicago, St. Louis and other terminals. This slowed down turnaround in all types of railroad equipment as well as creating considerable congestion.

The Interstate Commerce Commission official continued that the movement of empty box cars from the east to the west is increasing daily. It is felt that the situation in the grain loading and lumber territories will improve shortly.

The I. C. C. letter continued:

"We are watching the movement of empty cars to the west very closely, and if the number does not increase as fast as we feel that it should, this commission will issue service orders to accomplish the purpose."

Activity in Columbia Falls lumber mills was severely curtailed late last week as a result of the box car shortage. Men were laid off.

Mill operations resumed Monday with the arrival of a few empties.

Plum Creek mill is currently filling part of the government orders for deliveries to such points as Clearfield, Utah and Rock Island, Ill. The mill next month will complete government orders for about 750,000 board feet.

Stoltze Land and Lumber Co. has about 40 men working in the planer. The one car received in Columbia Falls for lumber loading Thursday went to the Half Moon mill. Great Northern Agent H. J. Mustell has been working hard to keep the mills reasonably happy this week.

Another shortage was reported by Superior Buildings Co. in Columbia Falls. They need additional suitable logging trucks to haul about 170,000 board feet of government timber from Wounded Buck creek up the south fork to the mill for sawing and planing.

--- Hungry Horse News

1951, 19 January: G. N. Using First Rotary ‘Cat’ Plow

Operating at Essex is a new Great Northern rotary snow plow mounted on a D-7 Caterpillar tractor.

The new type plow, first of its kind on the Great Northern, was manufactured by William Bros., Minneapolis. It is transported on a flat car and advantages include its ability to move away from the rails and throw snow 40 and 50 feet from the track. Snow at Essex is 36 inches deep compared to 53 inches a year ago.

--- Hungry Horse News

1951, 19 January: G. N. Using First Rotary 'Cat' Plow

Operating at Essex is a new Great Northern rotary snow plow mounted on a D-7 Caterpillar tractor.

The new type rotary plow, the first of its kind on the Great Northern, was manufactured by William Bros., Minneapolis. It is transported on a flat car and advantages include its ability to move away from the rails and throw snow 40 to 50 feet from the track. Snow at Essex is 36 inches deep compared to 53 inches a year ago.

New Rotary Plow At Essex Having a work-out in the district this week was this Great Northern rotary plow mounted on a D-7 Caterpillar tractor. Transported on a flat car, its advantages over conventional railroad plows is ability to move away from the track and make a wider swath. Photographer Marion Lacy took this picture of the plow being tried out in Great Northern railroad freight yards at Essex.

 

1951, 26 January: G. N. Railroad Crew Constructing Spur For Harvey Co.

Thursday morning saw start of Great Northern activity in building the 1,200 foot long spur track for the Harvey Machine Co. at Rose Crossing between Columbia Falls and Kalispell.

A work train was located near the Montana State Soldier’s home just outside Columbia Falls digging gravel from a cut on the branchline to Kalispell. The material is being transported to build the Harvey spur which will be completed early in February. The spur will be used by the Harvey Machine Co. for unloading purposes. In general charge of construction is V. C. Hankins, Great Northern roadmaster.

Other developments of the week include re-assurances by M. E. Darkenwald, assistant to the president of the Harvey Machine Co. that a substantial portion of local aluminum production (150,000,000 pounds a year in all) would be available for fabrication by industries that would locate in the Flathead valley.

This feature of the aluminum industry locating in the Flathead had been pointed out to Whitefish and Columbia Falls men last fall.

Monday evening second meeting of the farmers group interested in safeguarding valley fields and forests from industrial fumes and smoke was held in Flathead county high school. Joining were sportsmen’s representatives. The Harvey company pointed out that their proposed Soderberg process of reducing aluminum along with safeguards guaranteed adequate control of fumes and smoke.

In progress this week were test hole drillings at the Rose Crossing site by Gordon DeYoung’s rig and surveying.

First aluminum is scheduled to be purchased by the Harvey company the Flathead late next summer. The concern has its main plant at Torrance, Calif., near Los Angeles where it ranks fourth in the nation as a fabricator of aluminum.

--- Hungry Horse News

1951, 26 January: Car Shortage Over

The winter boxcar shortage on Great Northern lines is apparently at an end. W. R. Minton, Great Northern divisions superintendent at Whitefish, said Thursday morning, that empties are now coming from the east across the Dakotas.

Agent H. J. Mustell here in Columbia Falls added that the car situation is now satisfactory.

--- Hungry Horse News

1951, 28 January: G. N. Railroad Crew Constructing Spur For Harvey Co.

Thursday afternoon saw start of Great Northern activity in building the 1,200 foot long spur track for Harvey Machine Co. at Rose Crossing between Columbia Falls and Kalispell.

A work train was located near the Montana State Soldier's home just outside Columbia Falls digging gravel on a cut on the branchline to Kalispell. The material is being transported to build the Harvey spur which will be completed in early February. The spur will be used by the Harvey Machine Co. for unloading purposes. In general charge of construction is V. C. Hankins, Great Northern roadmaster.

Early Whitefish River Do you remember when there was a bridge across the river at the outlet of Whitefish lake? It was followed by a foot bridge, which also "went" about 25 years ago. In the early days there was also a dam there and the Somer Lumber Company plant nearby.

 

1951, 02 February: What Is The Truth

The railroads respect, the labor unions seek to repudiate this agreement.

Memorandum of Agreement
Washington, D. C.
December 21, 1959

1. Establish 40 hour week for yardmen with increase of 23 cents effective October 1, 1950, and additional 2 cents effective January 1, 1951.

2. Set aside 40 hour week agreement until January 1, 1952, and establish 6 day work week for yardmen. Effective with the first pay roll period after 30 days from the date of execution of the formal agreement, yardmen required by the carrier to work on the 7th day to be paid overtime rates except engineers who shall receive straight time rates for the 7th day. This does not create guarantees where they do not now exist. On and after October 1, 1951, three months' notice to be given of desire to go on 40 hour week. Provide for consideration of availability of manpower and 4 cents per hour if and when the 40 hour week actually becomes effective.

3. Settle rules for 40 hour week and 6 day week.

4. Grant yard conductors and brakemen other rules such as daily earnings minimum, car retarder operators and footboard yardmasters as recommended by Emergency Board No. 81.

5. Settle following rules:
Initial Terminal Delay (Conductors and Trainmen)
Interdivisional Runs
Pooling Cabooses (Conductors and Trainmen)
Reporting for Duty
More than One Class of Service
Switching Limits
Air Hose (Conductors and Trainmen)
Western Differential and Double Header and Tonnage Limitation (Conductors and Trainmen, all Territories)

6. Road men to receive 5 cents per hour increase effective October 1, 1950 and additional 5 cents per hour increase effective January 1, 1951.

7. Quarterly adjustment of wages on basis of cost of living index (1 point to equal 1 cent per hour. First adjustment April 1, 1951. Base to be 176).

8. Agreement embodying principles applicable to yardmasters to be entered into for benefit of yardmasters.

9. Effective October 1, 1950, the basic hours of dining car stewards shall be reduced from 225 to 205 hours per month; no penalty overtime to accrue until 240 hours have been worked, the hours between 205 and 240 to be paid for at the pro rata rate.

Effective February 1, 1951, overtime at time and one-half shall accrue after 220 hours have been worked. The basic monthly salary to be paid for the 205-hour month. Except that four dollars and ten cents ($4.10) shall be added to the present monthly rate effective January 1, 1951.

10. In consideration of above, this agreement to be effective until October 1, 1953, and thereafter until changed or modified under provisions of Railway Labor Act, until October 1, 1953, as follows:

No proposals for changes in rates of pay, rules or working conditions will be initiated or progressed by the employees against any carrier or by any carrier against its employees, parties hereto, within a period of three years from October 1, 1950, except such proposals for changes in rules or working conditions which may have been initiated prior to June 1, 1950. Provided, however, that if as the result of government wage stabilization policy, workers generally have been permitted to receive so-called annual improvement increases, the parties may meet with Doctor Steelman on or after July 1, 1952, to discuss whether or not further wage adjustments for employees covered by this agreement are justified, in addition to increases received under the cost of living formula. At the request of either party for such a meeting Doctor Steelman shall fix the time and place for such meeting. Doctor Steelman and the parties may secure information from the wage stabilization authorities or other government agencies. If the parties are unable to agree at such conferences whether or not further wage adjustments are justified they shall ask the President of the United States to appoint a referee who shall sit with them and consider all pertinent information, and decide promptly whether further wage increases are justified and, if so, what such increases should be, and the effective date thereof. The carrier representatives shall have one vote, the employee representatives shall have one vote and the referee shall have one vote. **

11. If the parties cannot agree on details of agreement or rules they shall be submitted to John R. Steelman for final decision.

The usual protections for arbitraries, miscellaneous rates, special allowances, and existing money differentials above existing standard daily rates will be included in the formal agreement.

** The foregoing will no debar management and committees on individual railroads from mutually agreeing upon changes in rates, rules and working conditions of employees covered by this agreement.

--- Hungry Horse News

1951, 02 February: New Rotary Plow At Coram

Considerable interest was shown in the new Great Northern rotary snow plow which was unloaded in Coram on Monday and was seen in action that afternoon.

1951, 09 February: Guy Loomis Railroad Veteran Dies

Guy Clarence Loomis passed away at the John B. Simons Hospital early Sunday morning. His residence was on West Second Street.

Mr. Loomis was born July 9, 1879, at Crarys Mills, New York, one of a family of eight children. When he was four years of age, the family moved near Huron, South Dakota, where he grew to manhood.

He was united in marriage to Anna C. Rein on January 3, 1911, at Redfield, South Dakota. To this union one daughter, Edith, was born.

The family moved to Whitefish twenty-eight years ago. Mr. Loomis was employed at the Great Northern roundhouse as a boilermaker until he retired in 1944.

He is survived by his wife, Anna C. Loomis, of Whitefish; one daughter, Mrs. Frederick Dalby of Shelton, Washington; one granddaughter, Karen Dalby; two sisters, Mrs. May Sheppard of Butte and Mrs. Dora Weston of Montpelier, Indiana, and several nieces and nephews.

Mr. Loomis was a member of the Modern Woodmen of America.

Funeral services were held Wednesday afternoon at the Catron Chapel, with the Rev. Arden Backman of the American Lutheran Church officiating. Pallbearers wree Leo Hollar, Art Bergeson, Oscar Redalen, Walter Towers, J. N. Root and Charles Luding. Vocal selections were given by Bill Carr, with piano accompaniment by Mrs. T. W. Hiatt.

Interment was in the Whitefish Cemetery.

1951, 09 February: Transient Gets Fast Action

George Moore, 39, a transient worker, had a busy time last Friday morning. At 4:05 a. m. Special Agent Dick Rybak delivered Moore to the city jail on a charge of disturbing the peace at the Great Northern roundhouse. At eight o'clock, Judge Tom Stacey gave him ten days in the county jail. At ten o'clock, Undersheriff Ernest Baker took him to Kalispell.

1951, 09 February: Railroad Crossing Accidents Worse In Winter Driving

The need for extra care in driving across railroad crossings in winter is pointed out by Division Superintendent W. R. Minton, who warns:

"The danger of crossing accidents is greater in winter weather because car windows are likely to be obscured by frost, and drivers who have car windows closed can't always hear train whistles and bells."

In one recent year, nearly 1,500 persons were killed in the comparatively simple process of crossing the less-than-five-foot span between railroad tracks, according to a report of the National Safety Council. Inattention, recklessness and disregard of warning signals and signs were cited as the leading causes of highway - rail intersection accidents.

The council lists the following safety rules to be observed by motorists:

1. Slow down and double your caution at all highway - rail intersections.



2. At multiple crossings be sure ALL tracks are clear before proceeding.



3. Never assume that you know the train schedule so well that caution can be thrown to the winds.



4. Be especially alert at night.

1951, 17 February: Helena Attorneys Will Attend Hearing On Rates

Three Helena attorneys plan to attend a Minneapolis hearing Tuesday on an order changing the division of freight rates between the Great Northern and Montana Western railroads.

The three, who plan to leave tonight, are Edwin 8. Booth, representing the Montana railroad commission; Louis Poppler, assistant state attorney general, and Lester Loble, representing the Valier Community club.

The interstate commerce commission baa ordered a change in the division of rates for freight shipments originating on the Montana Western road and going on to the Great Northern. A three-judge federal court will hear the arguments In Minneapolis.

This was urged by the Valier club, which says it would "avoid the abandonment" of the 16-mile Montana Western road, which runs between Conrad and Valier. The Great Northern is opposed to the change in the rate split, and wants to set aside the rate-division order.

The Montana Western asked permission in 1949 to abandon ita line. Hearings were held in Valier and Great Falls that year. I. C. C. later denied Montana Western's request.

--- Helena Daily Independent

1951, 23 February: G. N. Car Shortage Threatens Payrolls

Increased early spring lumber activity in the upper Flathead again went under the shadow of freight car shortages again this week.

Thursday morning information from Great Northern officials in Whitefish is that the "boxcar shortage is acute." Advice from St. Paul is that it will continue to be acute. Cause is the Brotherhood of Railroad Trainmen "sick call" strike which earlier this month tied up freight cars in eastern and Midwest terminals.

In Columbia Falls, Plum Creek mill is waiting for two flat cars to complete shipment of the last of 750,000 board feet of government lumber purchases for defense installations.

H. S. Weeks, Plum Creek manager, commented that the mill wanted to go to six day week. It cannot, he added, unless there are freight cars available to ship lumber.

There is praise among the local mill operators at the diligence and energy displayed by veteran agent, H. J. Mustell in his efforts to get cars.

Morris Raskin, Rocky Mountain Lumber Co. president, is seriously concerned at the car shortage and its effects on lumber output and local payrolls. Superior Buildings Co. Columbia Falls expressed similar sentiments.

At nearby Half Moon, Stoltze Land and Lumber Co., was shutting down its planer again Thursday. Reason: "no freight cars."

--- Hungry Horse News

1951, 26 February: Western Fruit Ice Bid Goes To McKenzie

A bid for 7,000 tons of ice for the Western Fruit Express Company has been let to Ed McKenzie of Whitefish.

Two bids were submitted for the icing project. The other bid was submitted by Lewis Voss of Havre. Voss bought the equipment of Fred Stone, Browning contractor who put up ice for the fruit company last year.

McKenzie said he will put up an additional 1,000 tons from Whitefish Lake for local consumption. He said Chuck Ray of Whitefish will be in charge of packing in the ice house.

Ice cutting operations may begin in eight or ten days, McKenzie said, as there is already six inches of ice on Whitefish Lake where he plans to cut.

He said a "live chain" will be used this year to haul the blocks from the water onto the trucks instead of the system used last year of pulling the blocks by tongs.

Cutting will start as soon as there is 12 inches of ice on the lake. Cleaning of the snow will begin before that. McKenzie says the ice covers the entire lower end of the lake and extends for about five miles up the lake from the outlet. Cutting usually takes place in January or February.

Probable employment on the project will be about 50 men. The fruit company uses the ice to chill the fruit cars coming through on the Great Northern trains. Cutting will be at the same place as last year, in the bay at Bay Point.

--- Daily Inter Lake

1951, 16 March: G. N. Announces Western Star

After June 1, the Great Northern Oriental Limiteds will get a new name, Western Star.

About that time, the Great Northern plans to have all of the equipment used in its second transcontinental train be of streamliner design.

Nearing completion is building of completely new streamliner equipment for the Empire Builder. Present Empire Builder cars are already being used in trains No. 3 and 4, the Oriental Limited. A number of new cars are also being manufactured for the Limited which will acquire the name Western Star this summer.

The name, Oriental Limited was first used by the Great Northern in 1905, and discontinued in 1931 to be revived in 1947 when the present Empire Builders started their runs.

Obviously the Orient is no longer a glamorous tourist attracting name. Hence the Western Star, a name that includes Glacier and Montana as well.

--- Hungry Horse News

1951, 16 March: Western Star Train Will Replace Oriental Limited

A new passenger train name - Western Star - will go into American railway records about June 1, when Great Northern Railway begins service of a second transcontinental streamliner between Chicago and Seattle - Portland.

Great Northern has announced that Western Star has been selected as the name of the companion train of an entirely new Empire Builder, now nearing completion. Equipment of the present Empire Builder, in addition to a number of new cars, will make up the Western Star.

Introduction of the Western Star will bring retirement of a long famous Great Northern train name, Oriental Limited. The railway first used the name Oriental Limited for a transcontinental train in 1905. The name was discontinued in 1931, but was revived in 1947 for the companion train of the present Empire Builder.

1951, 23 March: G. N. Will Suspend Kalispell - Polson Trucking Service

Effective Monday of next week, the Great Northern will discontinue its truck service between Kalispell and Polson. The service has been in operation since July 1949.

The I. C. C. has denied the application of the Great Northern to haul interstate freight on this route - and intrastate freight along will make it impossible to pay the operating costs of the operation.

The Northern Pacific, Flathead Transportation, and Consolidated all operate a truck service over this route.

1951, 13 April: Freight Threat At Hungry Horse Dam

Freight car shortages and increased rates continue to cast shadows over Hungry Horse dam construction.

Bureau of Reclamation officials are concerned over the threat of car shortages. The rapidly rising dam now requires 60 hopper cars of cement and about 30 of pozzolan a week. The cement comes from the Lehigh plant at Metaline Falls, Wash., Ideal Cement, Trident Mont., and Spokane – Portland Cement, Irwin, Wash. Pozzolan is shipped from Chicago.

Contract for building the dam require the government purchase the cement and General – Shea – Morrison, the pozzolan. GSM officials are observing the two per cent increase in freight rates just in effect, and the request of the railroads for an additional 15 per cent boost. This could mean a $100,000 increase in costs to GSM.

A 70-ton hopper car of pozzolan costs GSM about $70 for the material – fly ash from Chicago industrial chimneys – and another $740 for freight.

Result is that GSM is giving serious consideration to the Hog Heaven deposits of natural pozzolan, 22 miles southwest of Kila. The Hog Heaven deposits, supply known in western Montana, are believed adequate. The material would be hauled to the dam by trucks, and processing would require little more than grinding.

Thursday dispatch from Denver brings information that a research expert from the Bureau of Reclamation’s chief engineer’s office will arrive in the Flathead to further test the Hog Heaven pozzolan deposits for use in building Hungry Horse dam.

--- Hungry Horse News

1951, 20 April: Trains Top Coyotes As Deer Slayers

Most criticized animals in the million acre wildlife preserve that in Glacier National Park are coyotes. They’re accused of slaying great numbers of white-tailed deer.

A. D. Cannavina, assistant ranger in charge of forestry and wildlife, believes coyotes are unjustly criticized.

He points out that studies show trains and cars kill more than twice as many deer in a year than do coyotes.

A recent yearly report shows that 154 white-tailed deer were killed on the Great Northern right-of-way which is the south boundary for a considerable section of Glacier. The railroad has taken precautions such as fences and flashing lights to reduce this number.

In comparison coyote kills for the year numbered 61.

Total white-tailed deer deaths in the park for all causes including old age and severe winters for the year was 250. The estimated total of white-tailed deer, 515.

A published study by Jack Aiton, another Glacier assistant chief ranger, shows that for 1934 and 1935 coyotes accounted for 25 per cent of the white-tailed deer deaths. There was an additional 8.3 per cent where the cause of death was unknown, and the animal partly eaten by coyotes.

Park rangers attribute the reduced number of deer in Glacier primarily to reduced range and severe recent winters. This weather, they add, has also cut down the number of coyotes.

--- Hungry Horse News

1951, 20 April: On Derailed Train

Mrs. Willard Bosley of Great Falls, visited the O. L. Reeves home over the weekend. She left on No. 2 Monday morning. Her son, Noble was on the same train, going from Great Falls to Mississippi. The Reeves family had not heard, when the Pilot went to press, whether either Mrs. Bosley or her son had been injured when No. 2 went off the track near Cut Bank.

1951, 20 April: Broken Axle Derails Empire Builder Near Cut Bank

Six cars and one of the diesel units of the Empire Builder of the Great Northern were derailed in an accident one mile west of Cut Bank at 10:10 Monday morning. This was the east-bound train leaving Whitefish at 7 o'clock. A broken axle let a wheel of one of the diesel units down between the rails and when the displaced wheel that had been out of place for a mile hit the switch for the siding at the old Carter refinery site the unit and six following cars derailed, tearing up about 100 yards of track. The train was at reduced speed when the derailment took place. Fortunately there were no serious injuries, but several passengers were treated for shock. There was no panic and crew members, including the dining car crew, helped the passengers down.

A bulldozer was secured and a short road built down to the wreck and passengers were transferred around the wreck and continued eastward on No. 3 equipment which was stopped at Cut Bank. No. 3 passengers, mail, etc. were placed on the Empire Builder equipment and brought on west. Since there was no diner, it having been derailed, the No. 3 passengers were given lunch here at Ward's.

Harry Arndt was engineer and Bill Hanson fireman on the derailed train. Conductor was Roy Sheldon of Havre. Arndt said the diesel unit was so constructed that the wheel, after the axle broke, could not get down to the ties, but was caught in the switch frog, which caused the derailment. The wreck resulted in some delay in traffic and trains in the meantime were rerouted via Northern Pacific to Sandpoint.

1951, 20 April: G. N. Man Here To Take Pictures

Frank F. Perrin, Seattle public relations representative for the Great Northern, came to Whitefish Monday to take pictures to publicize the new Empire Builder, which is scheduled to make its first run June 3. Last time its first run June 3. Last time Mr. Perrin came to Whitefish the March 4 blizzard wrecked his plans for taking pictures during the Big Mountain ski championship races. The weather fouled him up again this time, too, but he has instructions to stay until he gets his pictures.

Mr. Perrin commented, "I can't think of a nicer place to kill time than Whitefish."

1951, 27 April: Added Benefits For Rail Workers

Railroad workers and their families in the fiscal year 1949 - 1950 received the largest amount of benefits ever paid in any year under the Railroad Retirement and Railroad Unemployment Insurance Acts, according to the annual report of the Railroad Retirement Board. The number of individuals who drew these benefits also was the highest on record.

A total of $444,800,000 was paid in retirement, survivor, unemployment and sickness benefits to 1,083,000 men, women and children.

1951, 04 May: Transient Influx Begins Here

The police department's summer series of informal receptions for transients got going last week end, with patrolmen escorting several unwilling guests to the City Hall from various alleys. Thomas Stacey, official city greeter by virtue of his office as police magistrate, made suitable arrangements in the jail for those who were not willing or able to pay their fines.

Nine men, arrested on charges of being drunk and disorderly, appeared before Judge Stacey on Sunday and paid $35 in fines.

Most of the transients arrested are extra-gang workers, police said, and the majority of them hang around town rather than staying in the hobo jungles.

1951, 11 May: Mann Starting Vetville Home

Fred Mann, Glasgow, retired Great Northern engineer, is here and staring an 18 by 30-foot home in Vetville, just northwest of Columbia Falls. Herman Benzien has the building contract.

Fred is director of the Vetville group of older Great Northern employes who purchased 72 acres of land just outside Columbia Falls in September, 1946.

He has been a fisherman in the Flathead each vacation since 1924, and now plans to live here through the fishing and hunting season. Later he and Mrs. Mann may move here permanently from Glasgow.

Ralph Ferguson, a retired Great Northern engineer, and Mrs. Ferguson have been living in their recently completed Vetville home since early April.

--- Hungry Horse News

1951, 19 May: Gavin Chairman

On May 10 several important changes were made in the top personnel of the Great Northern Railway. Frank J. Gavin, president since 1939 was made chairman of the board. Gavin's career with the Great Northern started in 1897 where he became an office boy - ticket sorter. He transferred to the operating department in 1899. In 1926 he became general manager of lines east of Williston. He shifted to St. Paul in 1936 as assistant to the president. He has had 54 years of service.

F. J. Gavin
May 19, 1951
Whitefish Pilot

 

1951, 22 May: G. N. Not Renewing Park Contract

Hotels and cabin camp visitor facilities owned by the Great Northern Railway’s Glacier Park Company will be operated on a year to year basis starting in 1952.

The Great Northern’s 20 year contract expires December 31, 1951. The railroad has notified the national park service that it is not interested in a new long term contract.

This information was obtained by the Hungry Horse News, park area newspaper, in a Thursday morning conversation with the office of Congressman Mike Mansfield in Washington, D. C.

A. E. Demaray, national park service director contacted by Mansfield confirmed the rumor that the Great Northern had notified the department of interior that it was not interested in renewal of its contract for operating tourist facilities in Glacier National Park.

Demaray added that the railroad had advised the park service that they would continue to operate the facilities on a year to year basis until a successor could be found satisfactory to the department of interior and to the railroad.

Negotiations are continuing.

The Great Northern was a prime mover in Glacier becoming a national park in 1910.

Outstanding hotels were built by the railroad at Many Glacier and East Glacier Park with cabin camps and chalets developed at other points.

Lake McDonald hotel was built in 1914 by John E. Lewis of Columbia Falls. The property was acquired by the government and leased to the railroad’s Glacier Park Company.

Lake McDonald hotel and the cabin camps and stores generally made money or broke even. The larger hotels did not.

While the new contract negotiations have not been made public, it is understood that they included a new hotel for Lake McDonald and several million dollars worth of improvements that would cater to park visitors who arrived by automobiles.

The railroad already having a several million dollar investment in Glacier, and operating at a loss, apparently felt otherwise.

There is to be now change in operation of park facilities for visitors. The 1950 travel total was 485,950.

--- Hungry Horse News

1951, 23 May: G. N. Ry. To Inaugurate New Service On June 3

Spectacular New Empire Builder And Western Star Of G. N. Ry. To Be Inaugurated On June 3. The nation’s newest fleet of deluxe transcontinental streamliners will begin service between Chicago and Seattle-Portland on June 3 when Great Northern Railway inaugurates its spectacular new Empire Builder.

One of the most distinctive trains in railway history, the Mid-Century Empire Builder will make its 2,211-mile run in 45 hours, with daily departures from all terminals.

The fleet, costing nearly $12,000,000 exclusive of locomotives, consists of five identical diesel-powered streamliners of 15 cars each – a baggage-mail car, a baggage-dormitory car, one 60-seat coach, three day-nite coaches, a full coffee shop-lounge, a diner, six sleeping cars and an observation-lounge. Each train has coach and sleeping car accommodations for 335 passengers.

Sharing inaugural honors with the newest Empire Builder on June 3 will be its companion train, the Western Star, a name then joining Great Northern’s galaxy of streamliners.

Equipment of the present Empire Builder, which went into service just four years ago, will make up the Western Star – with one completely new train added. This fleet of six streamliners will take over the schedule of the Oriental Limited, which is being retired as a Great Northern train name.

Burlington Lines is the route of the Empire Builder and the Western Star between Chicago and St. Paul, and Great Northern between St. Paul and Seattle. Between Spokane and Portland the route is over the Spokane, Portland and Seattle Railway.

In design and construction the new Empire Builder embodies the latest developments contributing to passenger comfort and safety. But the train’s most striking innovations are in its unique color and decorative treatment. Inspired by the scenery, resources, enterprise and tradition of the Northwest Empire served by Great Northern.

Destined to become one of the most talked-about railroad cars in America is "The Ranch," spicily western coffee shop-lounge, in which has been artistically created the homey, restful flavor of a rustic western ranch house. This car is in addition to a full diner and observation –lounge.

Luxurious sleeping cars have an unprecedented variety of accommodations, including lower and upper berths, single-occupancy roomettes and duplex roomettes, double bedrooms, compartments and drawing rooms. Each bedroom and compartment has a closed-off annex housing private toilet facilities.

Spacious day-nite coaches offer chaise-lounge sleeping comfort at budget cost to overnight coach passengers. Scientifically-designed foam rubber seats are generously spaced to give each passenger an opportunity to stretch out, with upholstered leg rests pulling out from the seat ahead.

Throughout the train are unusual decorative pieces which intimately link the Empire Builder with Great Northern territory.

Silhouettes and seals and official flowers of 10 states and two Canadian provinces are used effectively on window panels and carried glass partitions in the observation-lounge. Principal industries are artistically represented in carved glass wing panels in the dining car, and on the end bulkhead panels of the day-nite coaches are exquisite oil painting reproductions of outstanding Northwest scenic attractions.

Latest mechanical and safety features were incorporated in the design and construction of the Empire Builder – complete air conditioning, tight-lock coupling of all cars, electro-pneumatic air braking, zone control steam heat with radiant panel heating at windows, to mention a few. Windows are of double-pane shatterproof glass, both head and glare resistant. Electro-pneumatic "feather-touch" vestibule doors are opened easily.

Completely New "Streamlined" Empire Builder Completely New Empire Builder — Great Northern Railway for the second time since 1947 presents a completely new, streamlined Empire Builder. There are five of these 15-car trains for the 2,211-mile run between Chicago, the Twin Cities and the Pacific Northwest, with one leaving Chicago west-bound and one leaving Seattle east-bound each day. The streamliner fleet that was new in 1947 continues in transcontinental service with a new name – Western Star – replacing the Oriental Limited and taking over the latter’s schedule.

 

1951, 25 May: I. G. Pool Operations Chief

I. G. Pool is the new vice president in charge of operations for the Great Northern Railway. He succeeds John Budd, who was advanced to the presidency. Pool has been general manager of lines east with headquarters in Duluth.

I. G. Pool
May 25, 1951
Whitefish Pilot

 

1951, 25 May: Tom Jerrow New Lines East Head

With the official changes recently made in the official personnel of the Great Northern Railway, by the advancement of John Budd to the position of president, Tom Jerrow, formerly of Whitefish, was made general manager of lines east, with headquarters of Duluth. For several years he has been division superintendent at Grand Forks, N. D. He succeeds I. G. Pool, who became vice president in charge of operations.

1951, 25 May: G. N. Clears Tracts Near Viaduct

The Great Northern has made a distinct improvement by clearing the right-of-way between Central Avenue and the roundhouse in the vicinity of the viaduct.

For years parts of this have been used as a 'jungle' by the 'boo' traveling public, making it more or less of a nuisance for the residents along Railway street.

1951, 25 May: Band To Greet Special Train

Local residents, bug and little, are invited by the Whitefish Chamber of Commerce to turn out this Saturday to greet a group of 150 northern Montana businessmen who will arrive on a special train on their way to the Libby Fish Derby. The high school band will welcome the visitors at the depot.

The delegation is expected to get here at 9 a. m., Chamber of Commerce president Shirley Lincoln said, to have breakfast with directors of the local Chamber. The group includes businessmen from as far east as the Dakota line and as far west as Cut Bank.

The train is the first all-Montana special ever sent out from Northern Montana. It is scheduled to leave Havre at 1 a. m., with stops in Chester, Cut Bank, West Glacier and Columbia Falls. After leaving Whitefish at 11:30 a. m., it is to stop in Eureka at 12:50 and arrive in Libby at 2:50.

Somers Landmark Renovated This old building, now remodeled as the Somers division offices of the Glacier Park Company, doesn't look much like the old lakeshore community's landmark, the hotel that served the town and Somers Lumber Company for years. The Glacier Park Company has removed one wing on the far end of the building, lowered a roof on the near wing and put a new foundation under the building. The new paint job is white with green trimming. The Somers division of the Glacier Park Company operates the tie-treating plant, one of the branch operations of the old Somers Lumber Company. J. F. Lally is superintendent.

 

1951, 01 June: Park ‘Help’ Train Arriving Saturday

Scheduled to arrive in Glacier National Park Saturday is the annual "help" train from Minneapolis and St. Paul. The Glacier Park Company employs about 400 persons in the operation of its park hotels, cabin camps and other facilities. Many of them come from Minnesota, with a large number from Montana.

Back as manager of Lake McDonald hotel is Mrs. Beatrice Frase. Many Glacier’s manager will be Orville Johnson, last year’s assistant manager.

The hotels are to open June 15.

High mountain chalets at Sperry and Granite Park have an opening date of July 1. Granite Park’s manager will again be Mrs. Dick Mekklesen, the former "Rum" Cashman.

A change in park operations is the saddle horse concession It will be handled by W. G. Wellman of Bear Creek ranch up the Middle Fork.

--- Hungry Horse News

1951, 01 June: New Streamliners Through Monday

Through here Monday will be the new Mid-Century Empire Builders. The 15-car trains exteriors will look like the Empire Builders that were put on in 1947.

These cars will make up the new Oriental Limited, called the Western Star. The Great Northern will be operating two streamliners from Chicago to the West Coast.

Empire Builder arrival and departure times at Whitefish will remain the same. East-bound Western Star, No. 4 will be in Columbia Falls MISSING THE REST

--- Hungry Horse News

1951, 01 June: All New Equipment

The nation's newest fleet of de luxe transcontinental streamliners will begin service between Chicago and Seattle -Portland on Sunday, June 3 when Great Northern Railway inaugurates its spectacular new Empire Builder.

One of the most distinctive and colorful trains in railroad history, the Mid-Century Empire Builder will make its 2,211 mile run in 45 hours, with daily departures from all terminals.

The fleet, costing nearly $12,000,000 exclusive of locomotives, consists of five identical diesel powered streamliners of 15 cars each - a baggage-mail car, a baggage-dormitory car, one 60-seat coach, three day-night coaches, a full coffee shop - lounge, a diner, six sleeping cars and an observation - lounge. Each train has coach and sleeping accommodation for 335 passengers.

Sharing inaugural honors with the newest Empire Builder on June 3 will be its companion train, the Western Star, a name then joining Great Northern's galaxy of streamliners.

Equipment of the present Empire Builder, which went into service just four years ago, will make up the Western Star - with one completely new train added. This fleet of six streamliners will take over the schedule of the Oriental Limited, which is being retired as a Great Northern train name.

Burlington Lines is the route of the Empire Builder and the Western Star between Chicago and St. Paul, and Great Northern between St. Paul and Seattle. Between Spokane and Portland the route is over the Spokane, Portland & Seattle Railway.

In design and construction the new Empire Builder embodies the latest developments contributing to passenger comfort and safety. But the train's most striking innovations are in its unique color and decorative treatment, inspired by the scenery, resources, enterprise and tradition of the Northwest Empire served by Great Northern.

Destined to become one of the most talked about railroad cars in American is "The Ranch" spicily western coffee shop - lounge, in which has been artistically created the homey, zestfull flavor of a rustic western ranch house.

Spacious day - night coaches offer chaise - lounge sleeping comfort at budget cost to overnight coach passengers. Travelers in the sleeping cars have a choice of seven types of berth and room accommodations.

1951, 01 June: Park Company Not To Renew Hotel Contract

The Glacier Park Company, a wholly owned subsidiary of the Great Northern Railway, which has operated the big hotels and other concessions in Glacier National Park since the early days of the park, has notified the Interior Department, under whose jurisdiction the parks come, that it will not renew its contract for the operation of Park facilities except on a year-to-year basis after the present contract expires Dec. 31 of this year.

It is not known whether this covers operation of the transportation company.

It is reported that the large hotels have always failed to meet operating costs because of the relative shortness of the heavy traffic season.

This is especially true with large hotels. It is generally thought that the Lake McDonald Hotel, which was formerly known as the Lewis Hotel, has not operated at a loss.

The heavy business season lasts only about two months, and the large staff needed to operate the hotels and the fact that they operate for such a short time make the financial problem difficult.

With the coming of increased auto traffic to the Park, the more cabin-camp facilities are needed, and these can be operated at a profit. It is understood that the Park Service has been pressing for an increase in this type of facilities but it is not known whether the Glacier Park Company itself is especially interested in this type of operation.

The Glacier Park Company has an exclusive right under the contract to operate facilities in the Park.

1951, 01 June: G. N. Vets Meet St. Paul

There'll be railroadin' talk galore at the yearly meeting of the Veterans' Association of the Great Northern Railway in St. Paul on June 9.

Some 1,700 veterans will be on hand for the day of business, reunion and sightseeing. They'll come from throughout the United States, representing an association membership of 4,300 - each with a record of at least 26 years of continuous Great Northern service.

Anthony Kane of St. Paul, general solicitor in the railway's law department, will be principal speaker at the evening banquet.

J. H. Marthaler, St. Paul, is association president L. W. Scott, Minneapolis, is vice president and J. H. Hoelscher, St. Paul, secretary and treasurer. Directors are R. B. Ortt and E. J. Stone, St. Paul; C. E. Horn beck, Superior, Wis; A. K. Engel, Seattle, Wash.; N. B. Peterson, Fargo, N. D., and J. C. Koerner, Havre, Mont. Convention chairman is G. J. Ghimenti, St. Paul.

Sessions and the banquet will be held in Hotel St. Paul.

1951, 01 June: Some Rail Schedules Change This Sunday

With the start of the New Empire Builder this coming Sunday there will be no change in time schedules, but there will be some slight changes for No. 3 and 4, the new Western Star, replacing the Oriental Limited. No. 3 changes will be in North Dakota only, but No. 4 will run on a revised schedule for all stations east of Wenatchee, Wash. No. 4 will arrive in Whitefish at 3:25 p. m. and depart at 3:35, arriving in St. Paul at 9:55 the next evening.

With the opening of the Glacier Park season, No. 43 and 44, from Omaha, Lincoln, and Billings will extend operations from Shelby to Glacier Park Station.

1951, 01 June: New Mid-Century Empire Builder Welcomed To Havre

The Havre Chamber of Commerce is making plans today to welcome the Great Northern Railway’s new Mid-Century Empire Builders here Monday at noon.

The new streamliners which go into operation Sunday, will arrive in Havre Monday 40 minutes apart to be greeted by the local VFW drum and bugle corps, chamber of commerce directors, and the citizens of Havre.

The west-bound train will arrive in Havre at 11:55 a. m. The east-bound at 12:35 p. m.

Earl Bronson, chamber secretary, said this morning that bouquets of flowers will be placed on board the trains and pamphlets about the city distributed. He urged that as many citizens as possible come to the station Monday for the celebration.

The Mid-Century Empire Builder will replace the present Empire Builder, which will be renamed "Western Star" and kept in service. The system is retiring the "Oriental Limited."

One of the most distinctive trains in railway history, the Mid-Century Empire Builder will make its 2,211-mile run in 45 hours, with daily departures from all terminals. The fleet, costing nearly $12,000,000 exclusive of locomotives, consists of five identical diesel-powered streamliners of 15 cars each – a baggage-mail car, a baggage-dormitory car, one 60-seat coach, three day-nite coaches, a full coffee shop-lounge, a diner, six sleeping cars and an observation-lounge. Each train has coach and sleeping car accommodations for 335 passengers.

The new train was previewed in Chicago yesterday. Features of the new streamliner include the "The Ranch," a combination tavern car, snack bar and card room done in western motif; rough timbers for archways; branding irons for decoration, and the car’s own brand, the G-B-N, trins the doorways.

Not an extra fare train, it will provide all types of rail accommodations, from coach seats to drawing rooms.

1951, 04 June: Railroad Commission Again Hearing G. N. Curtailment Argument

Montana's Railroad commission today, for the second time, heard arguments for and against allowing Great Northern railway to cut central Montana service.

The commission took under advisement after the hearing its recent order to substitute mixed trains No. 239 and 240 between Great Falls and Lewistown six days a week for daily runs by trains No. 367 and 368 between Lewistown and Moccasin.

--- Helena Independent Record

1951, 04 June: New Mid-Century Builder — Most Luxurious Of Trains

A large crowd of Havre residents were at the depot this afternoon to welcome the new Mid-Century Empire Builder, one of America’s most luxurious means of transportation. Though the train was operating on schedule and the public could not be permitted to go through the cars and inspect the ultra-modern equipment, the Havre Chamber of Commerce officials who looked the interior over, pronounced it "a dream on rails."

The VFW youth’s drum and bugle corps met the west-bound and east-bound 15-car trains and played a fine musical salute.

President Stanford Robins and Manager Earl Bronson of the Havre chamber greeted several Great Northern officials.

The Misses Joan and Sara Watts on behalf of the chamber placed complimentary bouquets of American Beauty roses and pictorial booklets on the area on both observation cars.

Coming in from St. Paul, Minn., were A. L. Johnston, General Passenger Agent; H. R. Wiecking, Public Relations Assistance and W. D. O’Brien, Freight Traffic Manager, Rates and Divisions of the railroad. Wiecking and O’Brien continued on to Seattle and Johnston met the east-bound train boarding it here for the return trip east.

The Mid-Century Empire Builder replaces equipment which has been renamed "Western Star," the "Oriental Limited" has been retired.

The new train makes its 2,211-mile run in 45 hours with daily departures from all terminals. The fleet costing nearly $12,000,000 exclusive of locomotives, consists of five identical diesel-powered streamliners of 15 cars each – a baggage-mail car, a baggage-dormitory car, one 60-sseat coach, three day-night coaches, a full coffee shop lounge, a diner, six sleeping cars and an observation lounge. Each train has coach and sleeping car accommodations for 335 passengers.

Features of the new train include the combination tavern car, snack bar and card room done in western motif; rough timbers for archways; branding irons for decorations, and the car’s own brand, the G-Bar-N, trims the doorways.

Empire Builder — The First One

 

1951, 05 June: Great Northern Streamliner Met By Crowd

Whitefish, June 5 — The directors of the local chamber of Commerce, the high school band, the band twirlers and about 300 local residents were on hand last night to greet the westbound section of the new Empire Builder.

The Great Northern train replaces the former streamliner which has been re-named the Western Star.

One of the changes of the new train is the addition of the ultramodern coffee car decorated in western style and dubbed the Ranch Car.

Despite the cool weather, the young twirlers distributed lilacs through the cars and the band played under the direction of Leonard Hetrick.

Travelers aboard the train appeared to enjoy the show as they crowded the windows and the platforms lo watch the band and the visitors who gathered to greet the incoming train.

--- Daily Inter Lake

1951, 08 June: Crowd And Band Greet New Empire Builder

The Great Northern's great new No. 1 train, the Mid-Century Empire Builder, brought a crowd estimated at 300 persons to the depot Monday evening to welcome its first appearance in Whitefish. Directors of the Chamber of Commerce, a Saddle Club delegation and the high school band greeted Great Northern officials who stepped off the train to express thanks for the enthusiastic reception.

A bevy of uniformed girls from the band took big bouquets of lilacs aboard each car for the Chamber of Commerce. Lilacs donated by Mrs. J. W. McDowell, Mrs. W. C. Preston and Mrs. Dallas Stocking.

The east-bound Empire Builder arrived on time at 6:55 a. m. the same day but without much fanfare because of the early hour. Division Superintendent W. R. Minton presented a basket of flowers on behalf of the Chamber of Commerce.

1951, 12 June: Appreciation Of Reception Made By G. N. President

Appreciation for the reception given the new Mid-Century Empire Builder trains which arrived here Monday, June 4 has been expressed by J. M. Budd, president of the Great Northern Railway Company at St. Paul. In a letter to Stanford W. Robins, president fo the Havre Chamber of Commerce, Budd wrote the following:

"Great Northern’s representatives on the first west-bound and east-bound runs of the Mid-Century Empire Builder have reported the twin receptions accorded the streamliners by Havre people on June 4.

"The flowers and the salute to the new train and to the Great Northern by the Havre Chamber of Commerce were most appreciated, and I shall be grateful for conveyance of the company’s gratitude to every member of the chamber.

"Our appreciation also is extended to members and leaders of the musical organization which participated in the reception in Havre. Please relay to those persons Great Northern’s sincere thanks for their part in the program.

1951, 15 June: G. N. Chief Says 'Thanks' To Local People

The following letter was received this week by S. W. Lincoln, president of the Chamber of Commerce.

"Great Northern's representatives on the first east-bound man of the Mid-Century Empire Builder have reported on the reception accorded the streamliner by Whitefish people on June 4.

"The flowers and the salute to the new train and to Great Northern by the Whitefish Chamber of Commerce were most appreciated, and I shall be thankful to you for conveyance of the company's gratitude to every member of the chamber.

"Our appreciation also is extended to members and leaders of the musical organization which participated in the reception in Whitefish. Please relay to those persons Great Northern's sincere thanks for their part in the program.

Cordially,
(signed) John M. Budd."

1951, 22 June: G. N. Veterans Meeting Here

About 25 Great Northern veteran employes and their wives are expected in Columbia Falls next Friday for the fifth annual meeting of the Great Northern Vetville association.

Previous meetings have been held the last Saturday in May. The change to June is expected to encourage attendance commented E. M. Boyles, Minot, secretary of the association.

In September, 1946, the Great Northern veteran employes group purchased a tract of 72 acres just northwest of Columbia Falls.

Present lot-owning membership in the association includes 61 railroad employes, a number of them already retired. Idea of the association is for its members to own acreage for leisurely days in a vacationing area.

New homes in Vetville are those of G. R. Ferguson, Seattle, and Fred Mann, Glasgow. Recent improvements include street grading, a water system and electric lights.

Officers are H. C. Kreis, Havre, president; A. H. Hopkins, Great Falls, vice president; W. A. Brusewitz, Chinook, and Fred Mann, Glasgow, other directors, and Boyles. The three year terms of Brusewitz and Man expires.

Business meeting of the association will be Friday at 8 p. m. at the Cozy Corner hotel Columbia Falls.

--- Hungry Horse News

1951, 29 June: G. N. Vets Meeting

Fifth annual meeting of the Great Northern Vetville members will be at the Cozy Corner hall, Columbia Falls, Friday, 8 p. m.

The association’s members own 72 acres immediately northwest of Columbia Falls. Two retired railroaders already have homes in the addition, Fred Mann of Glasgow and G. R. Ferguson, Seattle.

Officers are H. C. Kreis, Havre, president; A. H. Hopkins, Great Falls, vice president; W. A. Brusewitz, Chinook and Fred Mann, directors. Terms of Brusewitz and Mann are expiring.

--- Hungry Horse News

1951, 06 July: Old Time Wreck Picture Identified

The story of the 'old time' rail wreck picture that was run in last week's Pilot can now be re-told. The engraving has been around the Pilot office for many years. Quite a number of old time residents furnished information. There is some difference of opinion as to the date and the number of the second locomotive other than the 2008.

Fay Ryder writes from Spokane that the engines were Nos. 2008 and 2010. Another gives them as the 2008 and 2002. Some pictures were brought in that showed the pile-up of the freight cars back of the engines, which indicated that it was quite a 'crack-up.' No one was injured.

According to Tom Whitney, retired engineer, who was the engineer on the train where the engine number is not shown, here is the story:

The collision was at 5:40 a. m. on February 16, 1916, at the west end of the old Belton pit between Belton and Egan. Whitney was west-bound. His fireman was Lou Elmore, conductor Charley Hyers. Charley Brawley, traveling engineer at that time was riding in the caboose, but did not know of the wreck until the train crew woke him. Brawley and Fred Larson, roadmaster, are shown in the picture standing at eth interlocked pilots of the engines. Other men could not be identified.

Dave Billsborough was the engineer on the 2008, east-bound, and is reported to have 'run a meet' at Egan. His fireman was Jimmie Joy, who was later killed when the mail train, Frank Plank, engineer, left the track on a curve above Nyack some years ago. John C. Webb was conductor with Billsborough.

PHOTO HERE

1951, 06 July : Railroad Fire

Two flatcars loaded with creosote-treated railroad ties caught fire while parked next to the Great Northern Railway icehouse, causing damage to 30 feet of platform there.

The fire was blamed on a hotbox. Volunteer firefighters responded quickly to the 3 a. m. call-out, but they were handicapped by the distance to the nearest fire hydrant on Texas avenue. A truck hauled in water, and a marine pump was placed in Cow Creek to supply water.

1951, 13 July: U. S. Purchases Local Lumber

Plum Creek mill in Columbia Falls is loading first cars of a new federal government order for about 400,000 board feet of lumber.

First car of fir and larch boards is going to Auburn, Wash. Here to inspect shipments that will also be made to federal installations in Utah and Texas is C. F. Cronhagen, Seattle, war department lumber inspector.

Plum Creek has 85 men working with local payrolls more than $1,000 a day. In addition there are 25 men working with affiliated Royal Creek Logging Co. in the woods, according to Lawrence Rude, Plum Creek manager.

Plum Creek last winter completed filling a federal lumber order for 600,000 board feet.

Lumber shipments by all local mills is generally down. Total June lumber shipments from Columbia Falls last month were 136 freight carloads compared to 161 for June a year ago, according to Great Northern Agent, H. J. Mustell. Present lumber shipments are sufficient to build more than 300 average sized houses a month.

Other local mill news includes Stoltze Land and Lumber Co. at Half Moon resuming operations after the annual July week’s vacation.

To bring more current to Half Moon, the Mountain States Power Co. has just completed a 4,000 volt line from Columbia Falls in place of the 2,300 volt line.

The Stoltze mill is just completing a new automatic sticker machine which requires about 65 more horsepower, and is obtaining 30 more horsepower for new dry kiln motors. A new dry kiln is to be built.

--- Hungry Horse News

1951, 13 July: Pioneer Of 1889 Visits Essex

By Mrs. Dan Huffine

Essex — Mr. and Mrs. A. C. DeLange, Saturday, had as their guest one of our community’s old timers, Andy Myers, now of St. Louis. Sixty years ago Andy came to this country as bookkeeper for one of the Great Northern contractors, Ed Smith, who was at that time helping to build the railroad through here. Only town in this Middle Fork country was McCarthyville, near the present site of Blacktail. Many are the tales told by the old timers of the wild and bloody McCarthyville and Andy is able to add many that we have not heard.

On his first trip to this country in 1891 Mr. Myers walked almost the entire distance from Cut Bank to Glacier Park Station beside the wagon to keep from freezing to death as he came in January. He joined several wagons of co-workers at the station and before they arrived at the railroad camp five of the men in the lead wagon were shot by an unknown renegade. Such was Andy’s initial reception into this country. He remained here two years working from Summit to the Paola slide below Essex and can tell many interesting happenings of those days. It is always great to meet these old timers who helped to make the west.

--- Hungry Horse News

1951, 14 July: Glacier Park's Tourist Season Opens Friday

West Glacier, June 14 — It's the real beginning of the tourist season at Glacier National park tomorrow, when three hotels, one chalet camp and two other tourist camps open for the year.

The Great Northern's Western Star stops at East Glacier for the first time tomorrow, to let off tourists bound for this big mountain playground.

Lake MacDonald, Many Glacier and Glacier Park hotels will be open tomorrow, along with Two Medicine chalet and Rising Sun and Swiftcurrent cabin camps. Sperry and Granite Park chalets will open July 1.

Managers Appointed: Mrs. Beatrice Frase will again be the manager, at Lake MacDonald, while Orval Johnson, assistant manager of Many Glacier last year, will manage that hotel. Ray Pedcrscn will be the new manager of Glacier Park hotel. Mrs. Clara Ross will be back as manager of Two Medicine chalet.

Reservations for all hotels have been coming in, and the July 4 bookings have taken up most available room, said, one hotel spokesman.

To mark the opening of the season, Lake MacDonald hotel puts on an open house Sunday afternoon from 3 to 5 p. m.

Kiwanians To Go through: About" 17 or 18 Glacier Park buses will drive over Logan pass tomorrow with 287 west coast Kiwanians bound for their national convention at St. Louis. These visitors leave the train at West Glacier and catch it again at East Glacier tomorrow evening.

Regular bus service through the park will begin tomorrow at all hotels.

Park officials checked 3,210 tourists over Logan pass Sunday, the first Sunday the Going-to-the-Sun highway was open over its entire length. They expect this figure will climb during the season. Another note on the opening of tourist, season: The bears have been coming out on the road near Avalanche creek, although they haven't been out in force yet. But they'll probably have their celebrated road block set up and working within a few weeks.

--- Daily Inter Lake

1951, 20 July: To Remodel G. N. Depot This Fall

Plans are being made to start remodeling the Great Northern depot in Columbia Falls this fall.

The improvements, according to W. R. Minton, Great Northern division superintendent at Whitefish, will include interior remodeling of the depot enlarging the office space and reducing the waiting rooms.

--- Hungry Horse News

1951, 20 July: Railroad Promotes Preston To St. Paul

The Great Northern chief dispatcher at Whitefish, W. C. Preston has been promoted to assistant general superintendent of transportation for the railroad in St. Paul. He’s a brother of Harry Preston of Half Moon, and the change was effective Monday.

Succeeding Preston at Whitefish as chief dispatcher is R. L. Grinde.

--- Hungry Horse News

1951, 20 July: 46 Years Working For The Great Northern

By Gladys E. Shay

With railroads moving ahead with new passenger trains, fast and efficient freights and improved services there is an excellent change for a young man to make something of himself "working on the railroad," believes H. J. Mustell, local Great Northern agent.

Mr. Mustell speaks from having spent over 46 of his 68 years working for the Great Northern. He came to Columbia Falls, April 1, 1918, and began as a Great Northern agent, April 10.

He started railroading May 29, 1905, when he was a warehouseman "doing the dirty work" for $40 a month. He worked there for 16 months when he was promoted to the position of clerk and warehouseman at Sandpoint. The wage raise was $20 a month. While at Sandpoint he was appointed as cashier, which he explained was doing the same work with a different title and a $10 raise, making a wage of $70 per month.

To Whitefish: September 1, 1907, he left Sandpoint for Whitefish where he checked trains for six weeks. In November he started checking trains at Hillyard, working 12-hour shifts at ngiht for $70 a month. He became cashier at Hillyard in March, 1908, when he again had a wage increase, this time earning $100 a month. On June 28, 1910, he was appointed agent at Sandpoint, which position he held until moving to Columbia Falls.

Mr. Mustell does not have a little notebook with dates – he remembers them all concisely and without hesitation.

To Europe: Naturally being a railroad man has made Mr. Mustell travel conscious. This year they are planning a trip to Europe and plan to visit Great Britain, France, Belgium, Holland, and perhaps the Scandinavian countries.

Interesting is the fact that in addition to being local Great Northern agent, Mr. Mustell is agent for the Canadian Pacific Steamship Lines, Cunard Lines and the Scandinavian – American Lines. He has held this agency for more than 30 years. Reservations anywhere can be arranged by him.

Indicative of his future was the fact that Mr. Mustell celebrated his fifth birthday anniversary while on the ship from England to America, where the family settled in Iowa.

Mr. and Mrs. Mustell were married June 15, 1939, and went to Niagara Falls on their wedding trip. They built their home in Columbia Falls. It is an attractive cottage with an expertly cared for front and back park like yard.

Mayor Mustell: Civic interests of Mr. Mustell included the Chamber of Commerce – then the Commercial club – of which he was president from 1924 until 1933. E. J. Marantette served as secretary at that time. He served on the Columbia Falls town council for two years and several times acted as mayor while Mayor Joe Imholt was away. He has been a member of the Masonic lodge since 1919 and an Eastern Star member for 30 years. He serviced six years as worthy patron of the local Eastern Star chapter. At the present time he is a grand chapter co-chairman and was assistant grand sentinel in 1948.

Annual trips throughout the United States and overseas have been made by Mr. Mustell. Included in these was a trip to Alaska in 1925; Great Britain in 1928; France, England, Scotland, Wales and Ireland in 1931; Honolulu in 1938; New York City, and returning through Canada in 1949, and a trip to old Mexico in December, 1950, and January, 1951. Enticing is the fact that each trip has different route on return visits. Mr. Mustell has relatives in Liverpool and London.

Especially noted locally is the fact of the great increase in lumber shipments in the last year. The seemingly great change in recent years has been the nearness of adjoining towns.

Mr. Mustell, who celebrated his 68th birthday June 28, rides his cycle to work daily. They have a new car, but the red bicycle with large basket is his mode of transportation in town.

His birthday dinner was given by his sister, Mrs. Mae Byrum, at the home of his father in Wenatchee. Herbert Mustell, Sr., is 92 years old. Guests at the dinner were Mr. and Mrs. O. H. Byrum, Mr. and Mrs. Russell Brunett, Pshastin, Wash.; Mr. and Mrs. W. C. Mustell, Lakeside, Wash. It was given June 9 when Mr. and Mrs. Mustell visited here.

--- Hungry Horse News

1951, 20 July: R. L. Grinde New Chief Dispatcher

R. L. Grinde is the Great Northern's new chief dispatcher here, succeeding W. C. Preston, who was promoted to assistant general superintendent of transportation.

Mr. Grinde, a native of Whitefish, has worked as dispatcher and relief chief dispatcher for the past eight years.

W. C. Preston left July 14 for St. Paul to take over his new duties.

1951, 20 July: New Truck - Bus Now In Service Between Whitefish And Kalispell

A sleek, rubber tired Great Northern "streamliner" rolled out of Seattle last Friday enroute to Kalispell. W. R. Minton, division superintendent here reports that the new $30,000 combination passenger and mail-express bus went into service between the two Flathead Valley cities with the No. 2 connection Tuesday morning.

Built as a pilot model by the Kenworth Motor Truck Corporation of Seattle, the 39-ft. "Bruck" has a tastefully furnished coach section seating 21 passengers, with a separate 875-cu. ft. mail and express compartment at the rear of the vehicle.

Painted on Great Northern's distinctive orange and green "trademark" colors, the new bus will provide direct connections to and from Kalispell with all passenger trains at Whitefish, including the Empire Builder, Western Star and Fast Mail. The 15.2 mile express run between stations in the two cities will be made in 30 minutes, as at present.

Rail passenger service between the main line and Kalispell was abandoned on September 10, 1950, after 46 years of operation. A gas-electric "Galloping Goose" carrying one coach, was at that time making four round trips daily between Columbia Falls, main line junction point, and Kalispell, with two of the trips extending to Whitefish. This operation was conducted at considerable annual loss.

Since retirement of the "Goose" pending delivery of the new Kenworth "Bruck," passenger service between Whitefish and Kalispell has been performed by the GMC bus with mail, baggage and express being handled separately by truck. The "Bruck" will consolidate these two operations.

Test-driving the highway streamliner from Seattle to Kalispell was Stanley Warner of Great Falls, assistant superintendent of Great Northern truck operations in Montana.

The Interstate Commerce Commission certificate of public convenience and necessity restricts Great Northern's bus service between Whitefish and Kalispell to passengers, baggage, mail, newspapers and express having a prior or subsequent movement by rail. All local business between points will continue to be handled by existing common carrier bus lines.

New G. N. Bus Shown here alongside the Empire Builder at Seattle is the new $30,000 combination passenger and mail - express bus which the Great Northern will put into service tomorrow between Kalispell and Whitefish. Built by the Kenworth Motor Truck Corporation, the streamline "bruck" will provide direct connections with all passenger trains stopping at Whitefish. Great Northern Puts New Bus On Kalispell - Whitefish Route: A new $30,000 combination motor bus and truck (or "bruck," as the Great Northern calls it) will begin service on the Kalispell - Whitefish route tomorrow. It will take the place of a bus and truck now used to haul passengers, mail and express between the two Flathead cities. Built as a pilot model by Kenworth Motor Truck Company, the 39-foot "bruck" seats 21 passengers and has 875-cubic foot mail and express compartment at the rear. This orange and green "bruck" [bus - truck] will keep the old schedule between Whitefish and Kalispell, covering the distance in 30 minutes. Less than a year ago - on September 10, 1950 - the Great Northern took the old "Galloping Goose" out of rail service between Kalispell and Columbia Falls, replacing it with bus and truck service to Whitefish. According to the Great Northern, this rail service was losing $48,000 or more yearly.

 

1951, 20 July: To Remodel G. N. Depot This Fall

Plans are being made to start remodeling the Great Northern depot in Columbia Falls this fall.

The improvements, according to W. R. Minton, Great Northern division superintendent at Whitefish, will include interior remodeling of the depot enlarging the office space and reducing the waiting rooms.

1951, 27 July: Behind The Man On The Land

Beyond providing transportation services, what does a railway do for farmers and ranchers in its territory?

Part of the answer is fairly common knowledge: a railway pays taxes. Great Northern’s 1950 tax bill in the ten states it serves was a whopping 11½ million dollars – more than 5 out of every 100 dollars the railway received for transportation services last year.

In many of those states almost 50 per cent of the railway’s tax dollar goes to support rural and other public schools. Another sizable chunk helps build and maintain roads used by farmers, ranchers and railway’s competitors.

The railway’s local payroll and purchases mean a great deal, too, to you who make your living on the land. Yet, a most important part of the railway’s service generally is overlooked. It is the every day contribution to every community along the railway by Great Northern’s Department of Agricultural and Mineral Development.

Behind the man on the land in Great Northern’s territory is a small, but highly trained and experienced group of men devoted to better, more productive agriculture and development of other natural resources – a service no other kind of transportation performs.

It is what Great Northern does to help you get bigger yields per acre at less cost. To raise crops and livestock that will bring greater returns. To find new markets for what you raise.

Independently, or in association with colleges, universities and government agencies, Great Northern encourages farming methods best adapted to conditions in your region. It helps you wage war on plant diseases, droughts, weeds and other adversities.

At a cost of $130,000 a year Great Northern maintains a staff of agricultural and mineral development experts whose sole job is to help you.

For the transportation of what you produce, Great Northern must compete with other public transport enterprises that are distinctly favored with direct and indirect government subsidies, and exempted from comparable regulation and taxation.

But, the railway has no competition from other forms of transportation in the constructive business of helping you – the man on the land!

GREAT NORTHERN RAILWAY

--- Hungry Horse News

Man On The Land A superior meat and wool animal, the new breed of sheep – the Columbia – is gaining popularity in Great Northern territory. Instrumental in introduction of the Columbia breed along Great Northern was the railway’s Department of Agricultural and Mineral Development. Above are two prize-winners at a recent Columbia Show and Sale in Minot, N. D. The man standing at the right is E. M. (Pop) Gregory of Fargo, Great Northern agricultural agent.

 

1951, 27 July: Hobo Roundup Snares Nineteen

Great Northern special agents beat the bushes of the local hobo jungles last Friday and rounded up 19 maverick transients, whom they herded to the little old corral behind the bars in the basement of the city hall. Special agents Leo Barker and Bill Smith bossed the roundup.

All the hoboes pleaded guilty to a charge of vagrancy and were sentenced to the county jail by Judge Thomas Stacey. They will be out on the range again in 15 days.

A woman's fur coat, which was in the possession of one of the vagrants, is in the custody of Police Chief William O. Good, awaiting identification by the owner. Whether it belongs to anyone here is not known.

New G. N. Passenger Bus At Whitefish Depot Operating five times daily is the slick new Great Northern Railway bus between Kalispell and Whitefish. On Monday a group of Kalispell and Whitefish businessmen met at the Kalispell depot to travel to Hennessy's for a buffet lunch. Members of both the communities expressed their approval of the new unit said W. R. Minton of the local division office. A new regulation bus last September replaced the "galloping goose" train run. The new bus carries 21 passengers and has 875 cubic feet for baggage and express shipments. It was pressed into service Tuesday from the Whitefish depot where this picture was taken.

 

1951, 27 July: Jack Joy Due Back After Korean Service

Mr. and Mrs. J. E. Harrison received word this week that Jack Joy, Great Northern locomotive engineer, who has served with a railroad battalion in Korea for nearly a year, is back in the United States.

He is expected to arrive in Whitefish about August 10 with Mrs. Joy, who has been spending the summer in Idaho Falls.

1951, 27 July: Stolen Truck Was Only Hiding Out

A two-ton 1950 Ford truck reported stolen last Friday turned out to be not stolen but simply hiding from its owner, A. W. Minnick, 7 Fir Ave.

The truck was missing from a parking place near the Great Northern roundhouse when Minnick went to get it. Police were alerted with a full description of the vehicle, and a warrant of arrest was issued for anyone found driving it.

The following afternoon, a Great Northern employee, going out of the roundhouse to empty some waste down a bank, found the missing truck safe and sound. It had slid down the bank out of sight.

1951, 03 August: Falls Ships 137 Cars Of Lumber

Outgoing shipments from Columbia Falls during the month of July over the Great Northern totaled 137 freight carloads of lumber and one car of pulpwood, according to H. J. Mustell, agent.

A year ago July shipments totaled 175 carloads.

Shipments during the past month were enough to build about 300 average sized American homes, and the carloadings were the same as the 137 freight carloads shipped during June.

--- Hungry Horse News

1951, 03 August: Big Tank Arrives For Gas Company

Helping provide more of an industrial look to the west approach to Columbia Falls along highway No. 40 is the new bulk plant of the Union Natural Gas Co.

Unloaded here last Friday, having arrive from Salt Lake City, was a 64-foot 9-inch long, 18,000 gallon tank for the concern. It will hold virtually two tank cars of propane. Gas for the local plant will be shipped in by rail from Cut Bank, about 125 miles east.

Cecil Hudson, Union Natural Gas Co. local manager, expects the bulk plant will be operating about September 1. Head offices of the company are in Great Falls.

--- Hungry Horse News

1951, 03 August: G. N. President Here

In Columbia Falls for about an hour Wednesday afternoon was John Budd, president of the Great Northern Railway. He with his family were putting some guests on No. 4.

Mr. Budd and a party of eight are leaving Friday morning on a horse trip from McDonald hotel to Sperry chalet, and will stay overnight at the chalet, crossing Gunsight pass to St. Mary the next day. The party will ride Wellman horses.

--- Hungry Horse News

1951, 10 August: Burning Flatcar In Railroad Yards

A blaze in a flat-car load of creosoted poles in an east-bound freight train called out the volunteer fire department as well as Great Northern firefighters at about 3:30 last Friday morning. Division Superintendent W. R. Minton said the burning car was first reported by a track inspector at Beaver Bay.

Volunteer firemen extinguished the blaze after the car was brought into the Great Northern yards here.

1951, 17 August: Fawn Goes To Work In Railroad Yards Here

A fawn deer went to work temporarily for the Great Northern Sunday night, but did not stay long enough to go on the pay roll. Bill Ballard reported that the fawn helped other employees switch box cars in the yards for some time and was last seen traveling toward Lakeside.

1951, 24 August: Dillard Building New Home In G. N. Vetville

John Dillard, retired Great Northern Railway engineer from the Butte division, is building a four-room home in Vetville just north of Columbia Falls. Already built are the homes of Fred Mann, Glasgow, and R. G. Ferguson, Havre, also retired G. N. engineers, who are enjoying fishing here this summer.

--- Hungry Horse News

1951, 30 August: Elvis Excites Fans In Short Stopover

By Tom O'Hanlon

Elvis Presley stopped for a few minutes in Whitefish last night and "the call of the wild" was heard for blocks.

But it was those on the other side of the cage that were giving the call. Presley, whose eccentric singing style has brought him to a unique position in American entertainment, came to the door of his railroad car to wave to the fans a few moments before his train, the Empire Builder, left.

He wisely did not step into the crowd to sign autographs.

A crowd, estimated at 800 composed mostly of teenage girls with a liberal sprinkling of jealous boy friends, small children, and curious mothers and townspeople jammed the station platform long before the train pulled in at about 6 p. m.

Pony tails and Italian cuts, skirts, sweaters, starched dresses and Bermuda shorts - the clothes were varied, but the girl's excitement was the same. Presley, a handsome young Mississippian, seemed to be used to mob scenes. He stayed on the steps of the railroad car and the only personal contact made was by a few high-jumping girls who managed to touch his hand. This apparently was enough to satisfy them and excite their friend's admiration and envy.

Whatever Presley has, it certainly seems to be in big demand by the bobbie sox brigade.

--- Daily Inter Lake

Elvis The Pelvis Looks Out At Whitefish Elvis Presley fans were "All Shook Up" yesterday when he appeared in a white sport coat (no pink carnation) as his train, long as a "Hound Dog," stopped briefly in Whitefish. Fans yelled "love Me Tender," but couldn't tell if he was wearing "Blue Suede Shoes" since he didn't leave the train. He was on the way to Spokane for a special show.

 

1951, 31 August: Lumber Shipments Up From Falls

August lumber shipments from Columbia Falls shows a 30 per cent increase over July. Carloadings by the Great Northern here Friday morning totaled 187 cars. This includes 186 freight cars of lumber and one of pulp.

July shipments were 137 carloads according to Agent H. J. Mustell.

In terms of board feet, Columbia Falls lumber shipments during August have been enough to build about 450 average sized American homes. The Flathead lumber is shipped mostly to the mid-West states, east to the Atlantic seaboard and southwest into Texas. Destination states include Minnesota, Wisconsin, Michigan, Iowa, Pennsylvania, Maryland, New Jersey, Missouri and Texas.

--- Hungry Horse News

1951, 31 August: Shea Loading Poles

John Shea loaded six carloads of cedar poles at Olney during the week and several more cars at Radnor. He is attempting to get all the poles which have been cut out of the woods before snowfall. He has hired several extra men to help with skidding and loading.

1951, 07 September: H. H. Big Thing For Railroads

There is little local comment on the U. S. Justice department suit concerning railroads charging straight fixed rates in transporting cement to Hungry Horse. A criticism is why did the government wait until the dam was two-thirds completed to start its action.

The Great Northern has been hauling 100 freight carloads a month to Coram, unloading station for the dam. This includes 76 freight cars of cement. The cement comes from Metaline Falls and Irwin in Washington, and Trident, Montana.

The rate is 36 cents a hundred pounds with the average car carrying 150,000 pounds. An average car of cement has a charge of $535 for freight.

General - Shea - Morrison, the prime contractor has negotiated a rate for pozzolan that come from the Chicago - Milwaukee area. The rate is just over 50 cents a hundred. GSM pays from $700 to $800 in freight to bring a car of pozzolan here. The pozzolan, waste from industrial chimneys, costs about $70 for the carload.

Hungry Horse has been a fine thing for the railroads.

--- Hungry Horse News

1951, 21 September: Falls Has Biggest Lumber Outgo Day

Columbia Falls had the biggest single lumber shipment day in its history, Tuesday, when 15 freight carloads were dispatched by the Great Northern, reports Agent H. J. Mustell. Of this total Plum Creek mill loaded 7 cars which also was the largest single shipping day for Plum Creek.

September lumber shipments from Columbia Falls are running ahead of August when 194 cars were dispatched. This is virtually two miles of freight cars.

Also reflecting the increased lumbering activity in Columbia Falls, Rocky Mountain Lumber Co., which operates six days a week, started an additional four hour night shift. Rocky Mountain has 28 men in its planer with adjacent Kinshella saw mills employing 26 not counting 15 men logging in the woods.

--- Hungry Horse News

1951, 28 September: Falls Shipping 200 Freight Cars Of Lumber

Columbia Falls will have another 200 freight car lumber shipment month during September, reports Great Northern Agent H. J. Mustell.

He expects the month’s total will be about 215 cars, or the equivalent of a freight train more than two miles long. The shippers are Plum Creek Logging and Lumber Co., Rocky Mountain Lumber Co., Stoltze Land and Lumber Co. and Superior Buildings Co.

August lumber shipments from Columbia Falls were 194 freight cars.

--- Hungry Horse News

1951, 02 October: G. N. Rail Employe Killed At Hinsdale

Glasgow, Oct. 1 — John Mack, Great Northern railway work train crew member, was dragged to death under a freight at Hinsdale, 28 miles west of here.

Coroner C. E. Peterson said Mack, who came here from Poplar last week, was climbing over the train Sunday when it started to move.

He fell and was dragged more than half a mile.

Another worker told Peterson that Mack became panicky after falling, grabbed a Journal box and "froze" to it.

--- Billings Gazette

1951, 04 October: Grain Elevator For Sale

On Great Northern track at Buffalo, Montana. Grain capacity approximately 25,000 bushels, Hydraulic dump, in good working condition.

Write or see PIONEER RANCH COMPANY 616 Montana Building Lewistown, Montana.

--- Billings Gazette

1951, 11 October: Whitefish Man Fatally Injured In Loading Accident

Newell Elliot, about 26, Whitefish car man for the Great Northern, was fatally injured Wednesday morning when poles from a car he was loading near Columbia Falls rolled off the load on top of him. A compound skull fracture caused his death some hours after he had been rushed to the Whitefish hospital.

1951, 12 October: G. N. Yard Accident Kills Newell Elliott

Funeral services are slated for Monday (probable) for Newell Morton Elliott, 27, fatally injured Wednesday morning at 9:50 when a car of 50 to 60-foot long creosoted poles toppled at Columbia Falls depot.

Elliott, a Great Northern carman from Whitefish, was one of a crew sent over to reload the car of poles bound from Libby to Indiana. The car had been in an east-bound freight, and here Monday, it was noticed that the load was not secure. It was switched out to be reloaded.

The poles suddenly gave away in both direction with men scurrying away. Elliott was hit in the head, receiving compound skull fracture. It happened virtually in front of the depot, and this was the only injury.

Elliott had lived in Whitefish for 23 years. He was graduated from Whitefish high, served in World War II with the Army Engineers, and is a past commander of the American legion post at Whitefish.

He is survived by his widow, Lorraine, and two young children, Robert and Georgia. His parents are Mr. and Mrs. Morton Elliott now of Kalispell, who are well known here. Elliott, Sr., known as El Morto, an amateur magician, worked at the Columbia Falls depot for a number of years. The deceased leaves two sisters: Mrs. Victor Stipcich, Helena and Mrs. Zeno Meyer, Newport, Wash.

Catron chapel is in charge of the services which will be conducted by Rev. George T. Masuda, Episcopal minister, formerly of Whitefish and now of Billings. He is a brother of Mrs. Elliott.

The community is upset at the thought of a young family man losing his life.

--- Hungry Horse News

1951, 16 October: To Address Meet

Havre, Oct. 16 — John M. Budd, St. Paul, Great Northern railway president, will address the annual Chamber of Commerce banquet here Jan. 9. His acceptance of the invitation to speak was received today.

--- Helena Independent Record

1951, 19 October: Horse Death Suit Facing Railroad

Roy Morris has filed civil damage suit in district court here against the Great Northern railroad for damages of $80 for a horse that was killed.

Morris alleges that the defendant failed to maintain fence near the spot the horse was pastured. The horse was killed by a train Oct. 20, 1949.

--- Daily Inter Lake

1951, 25 October: Will Purchase Diesels

New York, Oct. 24 — Directors of Great Northern Railway company have authorized purchase of 47 new diesel-electric locomotive Units at an estimated cost of $8,150,000. Delivery of the units, which will make up into 26 locomotives, is scheduled for 1952.

--- Billings Gazette

1951, 02 November: Your Nickel And Rail Service

Like the old gray mare of yesteryear, the American nickel isn't what it used to be. The 5-cent piece doesn't pack much punch these days at the grocery store, the meat market and other places where you buy the things you need.

The nickel has meant less and less to Great Northern, too, in the past dozen years - especially for buying things the railway must have to provide transportation services.

Wages are a good example, for payroll is our biggest expense item. A nickel was worth 4 minutes of average employe service in 1939, but good for only 1¿ minutes as of July 1 this year.

In addition to the 140 per cent increase in Great Northern's payroll costs since 1939, there has been a 131 per cent advance in prices of materials and supplies in the past 12 years.

In 1945 - when prices really began climbing - the general level of railway freight rates was no higher than in 1939, and somewhat lower than in the late 20s and 30s.

However, the unit selling price of Great Northern's service - the average charge for moving one ton of freight one mile - has risen only 35 per cent in the past six years!

What has been the effect of the postwar increases on the cost of buying railway transportation? We're now talking about your nickel, and how much railway service it will buy you today.

Ten years ago 5 cents would have paid for hauling 1 ton of average freight 6 miles on Great Northern. Today the nickel still represents big value in railway transportation, for it is good for hauling 1 ton of average freight 4 miles!

On almost any basis that can be devised, railway transportation charges relatively are a smaller part of the final price of what you buy or sell than in any prewar year.

A railway freight bill marked "paid" is a receipt for the world's most economical mass transportation. The American railway system is the one big reason why people of this country produce more and live better than any other people on this earth.

GREAT NORTHERN RAILWAY

--- Whitefish Pilot

Your Nickel And Rail Service The modern Great Northern boxcar is much bigger and stronger than that of 25 years ago. Shown above is one of the railway's newest cars. The shaded area at the top illustrates the 40 per cent increase in the cubic foot capacity of today's boxcar as compared with that of 1925. Great Northern has begun construction of 1,000 new boxcars in its shops in St. Cloud, Minn.

 

1951, 02 November: G. N. Pays Most Flathead Taxes

Tax notices payable to Flathead county by the Great Northern Railway this November and next May total $274,416.62. Last year the railroad paid $282,372.34, and in 1948, it was $389,007.06, including the Somers mill property, since sold which paid a $62,000 tax in 1948.

First installment of the taxes are due November 30, and the second next May 30.

Flathead’s second largest taxpayer, according to Merlyn Emmert Taborsky, county treasurer is Mountain States Power Co., who received notice to pay $76,564.29 up from $56,142.72 last year and $52,067.93 in 1949.

Largest taxpayer in the Columbia Falls section – not including the railroad and power company – is Stoltze Land and Lumber Co. whose tax notice calls for $6,877.19 up from $5,168.46 last year and $4,328.70 two years ago.

General – Shea – Morrison operates on federal land. Its tax bill for personal property including machinery, fixtures and improvements was paid last June, totaling $30,368.63.

--- Hungry Horse News

1951, 02 November: Injuries Fatal To Whitefish Man

Newell Elliot died at the John B. Simons Hospital Wednesday night as the result of injuries received in Columbia Falls 12 hours earlier.

Mr. Elliot, an employee of the Great Northern Railway's car department, had gone to Columbia Falls to help adjust a load of 50-foot creosoted poles on a flatcar that had been taken out of a train. Part of the load slipped while he was working. No one else was injured.

Dr. J. P. Stampher, Whitefish physician, said Wednesday afternoon that Mr. Elliot was suffering from a depressed skull fracture. He died a few hours later.

His widow and two small children survive.

Funeral arrangements, incomplete at the time the Pilot went to press, were to be announced later at the Catron Funeral Home.

1951, 02 November: Brown Brothers To Purchase Christmas Trees

Final plans are being completed by Brown Brothers for the purchase of Christmas trees for shipment to markets all over the United States.

Brown Brothers' tree-buying yard is set up this year back of the Fredenberg Lumber Co., at the north end of Park Ave. A trailer house will be used as an office. For the past two years, the tree yard has been at the north end of Mill Ave.

Purchase of trees will probably begin next week, Glen Brown said, if weather is suitable. During a warm spell this week, most trees were being left in the woods.

The firm expects to ship more Christmas trees this year than last, Brown said.

1951, 02 November: Who's Behind The Whiskers

Ozzie Schmechel and Gene McCartney, Great Northern firemen, now on the helper service at Essex, can be identified only by their fingerprints; both are hiding behind beards.

The men vowed Oct. 17 not to shave until they got their elk. Schmechel got his Oct. 22, and McCartney three days later. By that time, their whiskers impressed them so favorably that they kept on not shaving.

Ozzie says he has to carry a $5 bill in his hand to keep from being picked up for vagrancy.

1951, 02 November: H. H. Dam Appears Freight Gold Mine

Bulk hopper car shipments of cement being used to build Hungry Horse dam have been charged freight rates on the same basis as if they were ordinary freight cars loaded with the conventional sack cement.

As a result a December before the Montana Railroad Commission in Helena will concern shipments of cement to Hungry Horse dam. The Great Northern Railway is reportedly seeking to have the December hearing be a joint case with the Interstate Commerce Commission.

The United States justice department seeks to have railroads grant a preferred rate on bulk (hopper car) cement. A justice department attorney was at the Hungry Horse project on the case Wednesday.

He was gathering information that showed cement received at Hungry Horse dam by way of the Great Northern Railway at Coram costs an average of $550 a car for freight from Trident, Montana and Irwin and Metaline Falls, Washington.

The railroad charges the same 100 pound rate for the bulk cement as it does for sack cement. The government seeks a freight rate for the bulk product that recognizes that a bulk car carries about three times as much cement as does an ordinary freight car with sacked cement.

The United States government paid the Great Northern about $187,000 in freight rates to bring in 340 hopper cars of cement for Hungry Horse dam during the month of August, 1951.

Also interested in getting all the railroads to grant a preferential reduced rate for hauling bulk cement are large cement users over the country.

The above story was obtained in conversation with the justice department representative. If the Great Northern has another version, we'll certainly present it.

--- Hungry Horse News

1951, 09 November: Track Changes On G. N. Held Up By Weather

Weather has been delaying work on a Great Northern track change near Triple Divide, about 80 miles from here, and the job may not be finished until spring. Division Supt. W. A. Minton said this week. A strong effort is being made to finish by December 1. Work is about 90 per cent complete on the project, which involved cutting out some heavy curves on a stretch of track three and a half miles long. The contractor is Morrison - Knudsen.

The job will cost about $900,000. Work started the latter part of June.

1951, 14 November: G. N. Plans To Bring Western Star Into Great Falls

A proposed change in Great Northern passenger train service, which would bring the railway’s transcontinental streamliner, Western Star, into Great Falls daily both east-bound and west-bound, was disclosed Tuesday.

The plan was disclosed in Great Falls by John M. Budd, Great Northern president. Budd was accompanied here by C. E. Finley, the railway’s traffic vice president.

Budd emphasized that the proposed changes, which would be effective in early 1952, and would affect a number of Central Montana communities, are contingent on approval by the State Board of Railroad Commissioners. Application for authority to make the proposed changes will be filed with the Board today in Helena.

Under the plan disclosed by Budd the Western Star would operate in both directions between Havre and Shelby via Great Falls. This train’s present route is directly between Havre and Shelby, with connecting trains providing service between Great Falls and Havre.

Budd pointed out that the plan to run the Western Star through Great Falls is coupled with other proposed changes, all of which are part of the application to be files by the railway. The additional changes are:

Trains Nos. 235 and 236 now operating between Butte and Havre would run between Butte and Great Falls only, connecting with the Western Star in Great Falls. Equipment for the Great Falls – Helena – Butte run would be improved. The No. 4 west-bound Western Star would arrive in Great Falls at about 7:50 a. m. daily. Passengers to Helena and Butte on No. 235 would arrive approximately 3 hours earlier than now.

West-bound No. 3 is slated to arrive in Havre at 4:55 a. m., and depart at 5:05 a. m. East-bound No. 4 will arrive at 12:45 a. m. and depart at 1:00 a. m.

Departure from Butte and Helena on No. 236 would be about 3 hours later than the present schedule, and would connect with the Western Star in Great Falls at about 9:35 p. m.

Trains Nos. 42 and 43, now operating between Billings and Shelby, would terminate in Great Falls. This schedule would provide connections both east-bound and west-bound with the Western Star in Great Falls. Trains Nos. 40 and 41 between Shelby and Sweet Grass would be discontinued and replaced by mixer service.

Trains Nos. 237 and 238, now operating between Great Falls and Havre to connect with the Empire Builder, would be discontinued. Great Northern will seek authority to replace these trains by a bus.

Trains Nos. 221 and 222, which now run between Havre and Great Falls as a connection with Great Northern’s fast mail, would be eliminated. Mail and express now carried on Nos. 42, 43, 221 and 222 would be handled on the Western Star, details of which are to be worked out.

Budd said that the proposed changes have been under consideration for some time, and that "Great Northern now feels its facilities and equipment have been improved to the extent that these changes can be made."

Under the proposed new schedule the west-bound Western Star would leave Chicago at 11:10 p. m. daily, as at present. Leaving time from St. Paul-Minneapolis would be about half an hour earlier than at present, with arrival in Great Falls at approximately 7:50 a. m., in Spokane at 9:30 p. m. and Seattle and Portland on the current schedule.

Leaving times of the east-bound Western Star from Seattle and Portland (10:15 p. m. and 9:15 p. m. respectively) would be unchanged, said Budd. However, this train would leave Spokane at 7:20 a. m. daily – about 20 minutes earlier than now. Arrival in St. Paul would be at 10:30 p. m., half an hour later than at present, but there would be no change in arrival time in Chicago, which now is 8:00 a. m.

John M. Budd

 

1951, 23 November: G. N. Building Spur For Propane Firm

Great Northern Railway crews are placing the 200 foot long spur for the new Union Natural Gas Co. plant just west of Columbia Falls. E. J. Lundstrom graded the track bed.

The propane company, which has plants in Great Falls, Billings and Bozeman established its Flathead branch near Columbia Falls last July. It is located on state highway No. 40 along the branch line to Kalispell.

The local installation includes an 18,000 gallon bulk propane tank, a storage building and main office.

Local manager, Cecil Hudson, expects the plant here will be operating "full scale" about December 1.

--- Hungry Horse News

1951, 23 November: G. N. Building Spur For Propane Firm

Great Northern Railway crews are placing the 200 foot long spur for the new Union Natural Gas Co. plant just west of Columbia Falls. E. J. Lundstrom graded the track bed.

The propane company, which has plants in Great Falls, Billings and Bozeman established its Flathead branch near Columbia Falls last July. It is located on state highway No. 40 along the branch to Kalispell.

The local installation includes an 18,000 gallon bulk propane tank, a storage building and main office.

Local manager, Cecil Hudson, expects the plant here will be operating "full scale" about December 1.

1951, 26 November: Railroad Public Hearing To Be Held On Dec. 12

Public hearing on the Great Northern Railway’s application to route its streamlined passenger trains Nos. 2 and 4, The Western Star between Havre and Shelby via Great Falls has been set by the Montana Board of Railroad commissioners at Great Falls Dec. 12. The hearing will open at 9 a. m.

The Great Northern also has an application for an order authorizing discontinuance of its passenger trains Nos. 221 and 222, Nos. 235 and 236, and Nos. 227 and 228, all of which now operate between Great Falls and Havre, and Nos. 42 and 43, operating between Great Falls and Shelby.

If the application to discontinue service of the Great Falls-Shelby and Great Falls-Havre trains is granted the Great Northern proposed to operate the Western Star between Shelby and Havre via Great Falls, a mixed train six days weekly from Shelby to Sweet Grass and a bus between Great Falls and Havre to meet the Empire Builder and coordinated bus and truck service on portions of their lines affected by discontinuance of other trains.

Hearings before the Board of Railroad commissioners will be conducted at the city council chambers in the civic auditorium at Great Falls.

Telephone Company Christmas Packages It required a truck winch to handle these pre-Christmas packages which all may soon be enjoying. Unloaded in Kalispell this morning were 35,700 pounds of dial telephone equipment for the Mountain States telephone system. Charles McLean, telephone superintendent, said today they are planning on an April 1 cutover onto the new system. Shown on top of the heap is Chet McWorther, Mountain States crewman.

 

1951, 30 November: R. R. Men Asked Not To Write About Increases

Railroad employees are urged not to write to the Railroad Retirement Board about the increase in retirement and survivor benefits recently voted for them by Congress.

G. P. Cole, manager for this area, pointed out that as a result of amendments to the Railroad Retirement Act, approved on Oct. 30, 400,000 persons on the Board's rolls are entitled to higher benefits. Many will receive some increase in December. In addition, 80,000 wives of retired railroad employees are now eligible for a benefit for the first time retired employees should not take any steps to apply for benefits for their wives until they receive specific instructions from the Board.

The Board's work has been increased tremendously by these changes. However, realizing how much the additional income means to the persons who will receive it, the Board is making the necessary adjustments as quickly as possible. Railroad employees who write for information will delay, rather than speed up, the handling of their case.

1951, 30 November : Legal Notice: Discontinue Passenger Trains

Docket No. 3967, Notice of Public Hearing before the board of railroad commissioners of the state of Montana in the matter of the application of Great Northern Railway Company for an Order authorizing it to Discontinue its Passenger Train Nos. 221 and 222, 235, 237 and 238, all between Great Falls and Havre; 42 and 43 between Great Falls and Shelby and 40 and 41 between Shelby and Sweet Grass; and also for Authority to operate its Streamlined Passenger Train Nos. 3 and 4 (Western Star) between Havre and Shelby via Great Falls, and to Substitute Local Mixed Train service between Shelby and Sweet Grass, and coordinated truck and bus service on portions of the lines affected.

The Great Northern Railway Company has filed its application for authority to discontinue trains Nos. 221, 222, 235, 236, 237 and 238 operating between Great Falls and Havre, Montana. Trains Nos. 42 and 43 operating between Great Falls and Shelby, Montana and Trains Nos. 40 and 41 operating between Shelby and Sweet Grass, Montana. If the application to discontinue service is granted, the applicant would operate Trains Nos. 3 and 4 between Shelby and Havre via Great Falls, and would operate a mixed train six days per week between Shelby and Sweet Grass. Application is also pending for authority to operate a bus between Great Falls and Havre, Montana to meet the applicant’ Trains Nos. 1 and 2, (the Empire Builder). The application alleges in substance that the present service is operated at a substantial loss and that material savings can be made by the proposed changes which will serve the needs of public convenience and necessity.

NOTICE IS HERBY GIVEN that the Board has assigned the above named application for hearing in the City Council Chambers, in the Civic Center, Great Falls, Montana, at the hour of 9:00 o’clock a. m., on the 12th day of December, 1951, at which time and place any persons, firm of corporation having an interest herein may offer evidence pertinent to the matters and things here involved.

BY ORDER OF THE BOARD OF RAILROAD COMMISSIONERS
Paul T. Smith, Chairman
Leonard C. Young, Commissioner
Austin B. Middleton, Commissioner
ATTEST:
Edwin S. Booth, Secretary-Counsel
(OFFICIAL SEAL)
Helena, Montana, November 21, 1951
(November 30, 1951)

Plywood Special Leaving West Havre, 1944; Al Engleson, Engineer

 

1951, 03 December : Proposed Rail Changes Are Discussed Here

A meeting relative to the proposal of the Great Northern Ry. To discontinue passenger trains No. 221 and 222, 235 and 236, 237 and 238, all between Great Falls and Havre and 42 and 43 between Great Falls and Shelby and the operation of the Western Star between Havre and Shelby via Great Falls was discussed by railroad brotherhood representatives and chamber of commerce directors last Friday night.

Following a meeting with the chamber the brotherhood representatives gave their views at a meeting attended by members of the Havre community council at which the vice chairman, Mrs. Ed Blue presided.

Stanford Robins, chamber president, presided at the meeting of the chamber board at which O. A. Sheldon, legislative representative of the ORC, explained what he termed "possible dangers" faced by the city of Havre in the removal of a certain number of families by the changes. He estimated that the amount of earning power which might be lost would be over $116,000 a year. The need for block signals on the Havre to Shelby route via Great Falls for the operation of streamliners was also mentioned. Other speakers for the brotherhoods were Emillio English, Harvey Leeds, E. C. Morrison and V. A. Irving.

At the later meeting Shledon again spoke and answered a number of questions concerning the brotherhoods views on the company proposals. Ray White, Havre agent, and William A. Wright, master mechanic for the Butte division, represented the company in a semi-official capacity. It was brought out that the G. N. Ry. Payroll in this area if over $700,000 per month and that the company possibly contemplates further developments here.

The chamber directors agreed to hear an official of the company as soon as arrangements could be made.

1951, 03 December: G. N. Officials Explain New Schedule For Chester

Loss of the Western Star will have little effect on railroad service to Chester, according to three executives of the company, who visited at the Times office Friday of last week. The executives were: W. R. Minton, superintendent of Whitefish; J. J. Heimes, assistant general freight and passenger agent of Great Falls and L. E. Wegner, general agent of Kalispell.

Mr. Minton explained that passengers from Chester going west could catch to Intermountain bus to Shelby and could make connections with the Western Star there. The bus leaves Chester at 10:50 p. m. and arrives at Shelby at 11:45 a. m.

Passengers on the bus could take the Empire Builder at Shelby at 2:10 p. m. If a person wished to travel to Seattle he would arrive there by this method just 30 minutes later than is he were to take the Western Star.

Going east, according to the G. N. officials the change of schedule will also have little inconvenience for local people. Those traveling east could go on No. 28, leaving Chester at 11:10 and arriving in Havre by 12:30; or they could take the bus leaving Chester at 8:07 and arriving in Havre at 9:35. According to the present plan, No. 28 will arrive in Havre ahead of No. 4 from Great Falls, and will wait and let train No. 4 go ahead. Passengers will be allowed to transfer from No. 28 to No. 4 in Havre.

It was also stated that the present plan is to have the postal department put a mail clerk on No. 28. However, the details of this plan have not been completed as of this time.

1951, 05 December: Chamber Hears Rail Officials On Proposals

Members of the board of directors of the Havre Chamber of Commerce met with two official representatives of the Great Northern Ry. Co. in an open meeting with other chamber members Tuesday afternoon. Representing the railroad were Newell Gough, Helena, Great Northern attorney and J. J. Heimes, Great Falls, assistant freight and passenger agent for the G. N.

After careful deliberation and hearing of representatives of the brotherhoods at previous meetings and management the chamber directors decided that the organization would take no part in the matter of proposed changes in train schedules. This decision was reached because it was not established that Havre and vicinity would suffer undue hardships from the proposed schedule changes.

It was further stated that should it develop from unforeseen facts at this time that Havre and neighboring communities would materially suffer, the chamber would then find it necessary to take concerted action.

The action follows in the matter of the action of the Great Northern Ry. Co. proposing that passenger trains Nos. 221 and 222, 235 and 236, 237 and 238 all between Great Falls and Havre be discontinued. At a hearing in Great Falls, December 12 the railroad will also propose that trains 42 and 43 between Great Falls and Shelby and 40 and 41 between Shelby and Sweet Grass be discontinued. The company further will propose to operate its streamlined passenger train Mos. 3 and 4 (Western Star) between Havre and Shelby via Great Falls and substitute local mixed train service between Shelby and Sweet Grass and coordinated truck and bus service on portions of the line affected.

The continued increase and expansion of facilities in Havre with the attendant increases in payroll were cited and the directors were assured that the city of Havre had every right to assume that this growth in over-all employment and investment would not only remain but would probably increase.

Representatives stated that there would be no serious loss in either passenger, mail or express service in or out of Havre.

Officials further state that Havre will always be a Great Northern rail terminal, that any assumption that additional rerouting of trains would follow or that Havre Was likely to lose its place as a passenger division point were completely unwarranted.

After the officials had departed the directors met for a considerable time discussing the problem. It was brought out in the directors’ meeting that it was impossible for the directors or business men of Havre to solve the employment problem because it is a matter between the railroad officials and brotherhoods the same as any other employe-employer problem. The discussion revealed that the Great Northern has an annual payroll in Havre of approximately $8,500,000 and that much development has taken place here the past 10 years. Employment has steadily climbed until 1,200 persons are now employed by the G. N. in this city. Further G. N. developments for Havre were cited.

The directors decided that the safety factor of block signals on trackage between Havre and Shelby via Great Falls was something for the railroad, the brotherhoods and Interstate Commerce Commission to render a decision upon and not within the province of the chamber.

During the meeting a point developed was that freight shippers were becoming alarmed at higher shipping costs. The shippers include those who use the railroad to ship livestock, grain, farm machinery and other commodities, farmers and ranchers being opposed to rate increases.

1951, 06 December: Railmen's Kin Dies

New York, Dec. 6 — Mrs. Caroline Boswell Burgher Farrington, 88, widow of Robert Irving Farrington. who was president of the Great Northern railroad, and mother of John B. Farrington, president of the Rock Island railroad, died yesterday.

--- Helena Independent Record

1951, 06 December: Commercial Club To Oppose Re-Routing Of Western Star

The Board of Directors of the Chester Commercial club voted Monday evening of this week to oppose the re-routing of the Western Star, regardless of whether or not the Empire Builder flag stops in Chester. This decision came after a three hour meeting, during which it was learned that a flag stop for the Empire Builder would not be satisfactory. Petitions protesting the route change are being circulated now in Liberty County, and it is hoped that these petitions will also be circulated along the Hi-Line.

These petitions, with a Commercial club resolution will be presented to the Railroad and Public Service Commission in Great Falls Wednesday of next week. The committee to attend the hearing consists of Representative Fred Barrett; Mayor Ralph Shepherd; Chester Commercial club president, Bob Keith; Joplin Commercial club president, Fred Knopes; Liberty County Farmers Union president, Weldon Franks and if possible one member of the Board of County Commissioners.

The action came after the board of directors heard delegates from Havre explain why a flag stop for Nos. 1 and 3 would not be satisfactory. The men were Ed C. Morrison, Harvey Leeds and O. A. Sheldon, Montana State Legislative Board of the Oreder of Railroad Conductors. They explained that a flag stop would be opposed vigorously by the railroad, and that even if Chester won a flag stop, local passengers couldn’t stop the train unless they bought long distance tickets to destinations that were regular stops for the Empire Builder. For example: Malta is not a flag stop for the Empire Builder. Therefore it would be impossible to take the train from Chester to Malta, even if the train could be flag stopped.

They said the proposed route change would eventually hurt every small town between Havre and Shelby as eventually the B. N. will remove stations in these towns. This is only an indication of things to come, if we let it go by, club members were told. When you lose this service once, you lose it for all time, the Havre visitors said.

The hearing starts in Great Falls next Wednesday, and strong opposition to the plan is expected from many communities.

1951, 07 December: Rites For Essex Man Held Here

Funeral services for Theron Keith Jarrett, who had lived in Essex since 1913, were held at the Catron Chapel Saturday afternoon with the Rev. Ralph Baker of the Lutheran Church in Columbia Falls officiating. Alfons Olson sang, with piano accompaniment by Mrs. T. W. Hiatt.

Pallbearers were Okford Bain, Dan Huffine, John Dalimata, Bob Voss, Clayton Curtis and Holmer Kolb. Burial was in the Whitefish cemetery.

Theron K. Jarrett was born Oct. 21, 1884, in Noble County, Ind. He came west in 1911 and had made his home in or near Essex since 1913. For several years he was employed by the Great Northern Railway here. He moved to a ranch in 1924 and worked for the State Highway Dept.

He was united in marriage to Nellie C. Belveal in 1923 at Kalispell. Two sons and a stepson preceded him in death. Mr. Jarret died at his home Nov. 28 at the age of 67.

He is survived by his wife, Nellie; a son, Paul in North Dakota; a step-daughter, Mary Ambrogini, Essex his mother, Mrs. Julia Jarrett, Great Falls; two brothers, Ray of Great Falls and Bert of Lockwood, Mo.; and five grandchildren, Jewel, James, Carol and Thelma Ambrogini and Cleo Ray McDowell.

1951, 07 December: G. N. Proposal Supported By Falls Chamber

Great Falls, Dec. 7 – A resolution to "vigorously support the Great Northern railroad’s proposal to route its mainline streamliner, Western Star, thru Great Falls" was approved by directors of the Chamber of Commerce at a meeting Thursday noon.

As a result the Chamber will support the proposal at the hearing of the state railroad and public service here Dec. 13. The resolution is in line with federal government directives urging railroads to effect economies in passenger service operations to avoid freight rate increases, it was explained.

Newell Gough of Helena, Great Northern attorney, explained the railroad’s proposed schedule changes. From a personnel standpoint, a maximum of 16 jobs will be affected, he said. These could be absorbed immediately, however, by a slight increase in freight business it was explained.

The Western Star would arrive here from the east at 7:50 a. m., and from the west at 9:10 p. m., being routed from Havre and Shelby via this city. The basic reason for the changes is to route the mainliner through this city, Gough emphasized. Trains to Havre and Shelby will be eliminated, being replaced by Western Star service. A bus will replace the "baby" streamliner to Havre for connection with the Empire Builder.

Under the changes, however, improved service to Butte will be provided. The "baby" streamliner will operate between Great Falls and Butte daily, leaving here at 9:30 a. m. and returning at 9 p. m. It will arrive in Helena south-bound at 11 a. m. and north-bound at 5:30 p. m.

Gough said the railroad’s payroll is $18,000,000 in the state and in the Great Falls area, or Butte division is $9,500,000. The changes will enable a saving of $150.000 here annually and about $500,000 annually statewide. Western Star service will handle first class mail and will prove a benefit to key cities along the railroad’s route, including Big Sandy, Fort Benton, Conrad and Great Falls. Between Havre and Shelby on the present route, the Western Star now makes only a flag stop at Chester.

With Gough at the Chamber meeting were J. J. Heimes and Lee Metcalf of the local traffic office.

1951, 10 December: Box Elder Men Give Views On Train Service

A delegation from the Box Elder Chamber of Commerce met with directors of the Havre Chamber of Commerce last Friday night and gave the local group their views on the Great Northern Ry.’s proposal to discontinue three local trains between Havre and Great Falls. W. E. Cowan, spokesman for the Box Elder delegation, said that at least one local train to handle mail, parcel post and express is needed by his community and "we are going to the rail commission hearing at Great Falls, December 12 to present a strong case."

Those including Cowan who will attend the hearing are L. C. Keene, H. C. goodian, Herbert Bitz, Daniel D. Bitz, Rinehold Bitz, Henry Bitz, J. A. Gabriel, Webster Briggs, Wendell Briggs, John M. Grass, Albert Bitz, O. K. Olson, L. H. Johnson, Fred C. Schmidt, Earl Booth and H. H. Booth.

Cowan said that Big Sandy and Fort Benton would benefit from trains No. 3 and 4, "Western Star" stopping at those points but that places like Box Elder, Virgelle and Loma would suffer from what he termed "a serious curtailment in service."

"All we ask for is one train," Cowan went on to say, "The amount of passenger service is rather negligible but servicing our merchants, ranchers and farmers must be taken into consideration." Alternate service by bus and truck as proposed by the railroad was not deemed as being satisfactory by the delegation advancing a number of reasons for their views.

"We would appreciate it," said Cowan, "if the Havre chamber would see fit to support our move."

The matter was taken under advisement by the Havre chamber.

1951, 11 December: Rail Commission To Hear G. N. Proposals Wednesday

Great Falls, Dec. 11 – Montana’s Railroad Commission tomorrow will hear Great Northern’s proposal to bring transcontinental mainline passenger train service to Great Falls.

The hearing here may continued through Friday.

When he announced the proposal last month, John M. Budd, G. N. president, said the railway wants to bring its streamliner Western Star into Great Falls daily, east and west-bound between Havre and Shelby. The change would be effective early next year.

Budd said the proposal includes these schedule changes: Trains 235 and 234, Butte, Havre, would run between Butte and Great Falls; trains 42 and 43, Billings – Shelby, would terminate here; trains 237 and 238, Great Falls – Havre, would be replaced by a bus.

Monday a number of Big Sandy business men and ranchers met with a delegation from the Box Elder Chamber of Commerce and discussed the railroad’s proposals. There were indications after the meeting that a group from Big Sandy will join similar groups from Virgelle, Loma, Fort Benton and Carter in presenting their case of protesting local train schedule removals before the railroad commission Wednesday and Thursday, according to W. E. Cowan of the Box Elder Chamber of Commerce.

Cowan said that he had noted "a growing interest in those places which would be affected by proposed curtailment of local train service" and urged delegations from other towns to go to Great Falls and appear before the commission.

1951, 12 December: Holmes, Manion Testify At Public Hearing

Great Falls, Dec. 12 – Two top railroad officials were the first to open a public hearing here this morning on the Great Northern railroad’s application to bring transcontinental mainline passenger service into Great Falls.

The railroad proposes to re-route its transcontinental Western Star through Great Falls on the Havre – Shelby run.

Two applications of the railroads are being heard together. The second is for a class "A" permit to transport persons, baggage, express and newspapers by motor vehicle between Great Falls and Havre over Highway 87.

The bus service is proposed as a connection from Great Falls to the Empire Builder at Havre as a substitute for trains 237 and 238 between Great Falls and Havre, which will be eliminated if the Western Star is routed thru Great Falls.

I. E. Manion, Seattle, general manager for the lines west of Williston, and P. G. Holmes, St. Paul, passenger traffic manager, occupied the morning session on the witness stand.

Both testified as to the "substantial" financial loss of the railroad under the present operation and as to the possibilities of continuing to meet the needs of public convenience and necessity under the proposed changes.

Several organizations and individuals registered at the opening session as being opposed to the railroad’s proposal.

Chief protests, it appeared today, will be from the railway brotherhoods. Lester H. Lobis, Helena attorney, is conducting their opposition. Appearing at the counsel table with Loble is R. C. Lotts, state chairman of the Brotherhood of Railway Trainmen.

Citizens committees from Dutton, Loma, Virgelle, Flowers and Fort Benton registered as intending to testify against the proposal. The Intermountain Transportation Co. is represented in protest by R. E. McHugh, Anaconda, general counsel, and F. H. Caps, Anaconda, traffic manager for the bus company, The Montana Farmers Union, represented by Leonard Kenfield, also registered in opposition. T. E. Hinton registered in opposition as representing the railway clerks. A letter of protest from the railway conductors at Whitefish was filed.

The hearing, being conducted by railroad Commissioners Paul T. Smith, chairman; Austin B. Middleton and Leonard C. Young, and commission counsel Edwin S. Booth is expected to continue thru Friday. Testimony then will be taken under advisement by the commission.

1951, 13 December: G. N. Claims Loss In "Triangle"

Exhibits showing north central Montana’s smaller communities have all but ceased to use passenger train service in the last 30 years were introduced by a Great Northern statistician Wednesday as the Montana railroad commission opened its hearing on the railroad’s application to make major changes in such service in the Havre-Shelby-Great Falls triangle.

The hearing will resume at 9:30 this morning in the Civic Center.

The railroad seeks permission to re-route its transcontinental streamliner, Western Star – trains No. 3 and 4 – through Great Falls on the Havre – Shelby run; to substitute bus service for trains 237 and 238 between Great Falls and Havre; to discontinue trains No. 40 and 41 between Shelby and Sweet Grass, and to run trains No. 235 and 236 between Great Falls and Butte instead of between Havre and Butte as at present.

By consent of counsel, two applications that for the proposed rail changes and for a class "A" permit to inaugurate bus service between Havre and Great Falls – are being heard together.

G. A. Richardson, St. Paul, Great Northern statistician, was the last of eight witnesses to testify Wednesday. He introduced six exhibits in which he presented statistics showing how passenger travel, at least on shorter journeys, all but vanished in the "triangle" area.

One of these exhibits, dealing with the Havre – Great Falls portion of the system, shows that exclusive of Big Sandy and Fort Benton (which will be served by trains No. 3 and 4 of the proposed changes are approved) only 351 persons boarded trains on the line during 1950 – less than one passenger per day for 21 stations.

Another exhibit, comparing ticket sales for 1920 with those of 1950 along this same line, shows a 93.9 percent decline in the number of passengers carried in 1950 from those carried in 1920 and a passenger revenue decline of 86.2 percent.

This exhibit shows 10,082 persons boarded Great Northern trains at Fort Benton in 1920. By 1950 the number of tickets sold during the year dropped to 867 – a 93.4 percent dip. The decline was even greater at smaller stations.

In another exhibit a general summary showing the effect the proposed changes would have on Great Northern’s annual passenger train losses reveals:

1. At present net out-of-pocket loss sustained by the railroad on its passenger service in the area concerned is $531,492. If the application is approved by the railroad commission, future annual net out-of-pocket loss can be reduced to $207,926.

2. Bus service between Great Falls and Havre, if application for class "A" permit is approved, would cost $18,197 annually, against a present annual cost of $126,384 for trains No. 221 and 222 and $173,815 for total out-of-pocket costs of operating trains 235555 and 236 over the same run.

3. Passenger traffic between Havre and Great Falls on the so-called "little streamliner" - trains 237 and 238 – has declined steadily since 1946. In that year, before the "little streamliners" were put into service, 44,330 passengers were carried over the run. In 1947, when the new trains were inaugurated to provide connection with the Empire Builders at Havre, the total number of passengers dropped to 42,738. By 1950, the total number carried during the year declined to 29,894.

Four other Great Northern officials testified Wednesday. They are L. E. Manion, Seattle, general manager for lines west of Williston; P. G. Holmes, St. Paul, passenger traffic manager; D. M. Eichten, St. Paul, assistant manager, mail and baggage traffic, and H. M. Shapleigh, Great Falls, superintendent of the Butte division.

Three witnesses were heard from among those protesting the proposed changes. They are Ray G. Graham, president of the Great Falls local of the mine, mill and smeltermen’s unions, Dr. Evon L. Anderson, Fort Benton, state senator for Chouteau county, and J. C. Leary, business agent of the retail clerks’ union, Great Falls.

Manion testified to the proposed changes and read the proposed time schedules that would replace those now in effect.

Holmes testified the drop in passenger traffic revenues in the triangle area is comparable to the decline throughout the Great Northern system off the main line. In 1920, he said, the average journey on the Great Northern was 80 miles in length. In 1950 the average length of journey increased to 320 miles. During the 30-year period, 1920-1950, passenger revenues dropped from $8,538,912 to $1,546,035.

"These figures show conclusively," Holmes said, "that the traveling public no longer uses the railroad for short journeys."

Montana had 54,882 passenger automobiles in 1920. By 1950 the total increased to 178,954, Holmes said his department tried to increase passenger travel between Havre and Great Falls by putting on the "little streamliners" in 1947 but that instead of growing, the business declined steadily.

Holmes said the proposal to operate trains No. 235 and 236 between Great Falls and Butte, instead of between Havre and Butte, would give north central Montana residents an opportunity to travel to Helena by train in the morning, spend an entire business day and return to Great Falls the same evening.

The train would leave Great Falls at 8:30 a. m., arrive in Helena at 11:12 a. m., arrive in Butte at 1:50 p. m. and leave there on the return trip at 3:20 p. m. arriving at Helena at 5:40 and in Great Falls at 8:50 p. m.

Questioned about proposed Great Northern improvements in the "triangle" Manion says the railroad plans to lay new steel on both the Havre and Shelby lines into Great Falls. Contractors now are mixing ballast, he said, and new steel will be laid as fast as it is procurable. He said the Great Northern also plans to install block signals on the Shelby – Great Falls - Havre route.

R. E. McHugh, Anaconda, appearing as counsel for the Intermountain Bus Co., declared the company he represents would have no objection to Great Northern’s inauguration bus service between Great Falls and Havre if the railroad transports only railroad passengers – those whose journeys originated on the rail line south of Great Falls, or on the main line east or west of Havre or in Canada.

Carter Williams, representing Dutton citizens, examined several witnesses as to how the proposed changes would affect that community, Manion, Holmes and others said the Western Star would not stop at Dutton but that first class mail would be thrown off trains Nos. 3 and 4 at that point and picked up "on the fly."

Eichten testified to proposed changes in the handling of mail if the Great Northern’s applications are approved. He emphasized that all of the proposed changes are subject to approval by the postal department, which has sole jurisdiction over U. S. mail.

He said the storage mail car would be carried from St. Paul to Havre in train No. 27, as now, but from Havre to Great Falls first-class mail and newspapers would be "worked" in a railway post office car. If they continue their present practice, he said, Great Falls city mail would be sorted while No. 3 is enroute between Havre and Great Falls, thus being ready for delivery when No. 3 reaches here at 7:50 a. m.

Eichten was cross-examined by Lester Loble of Loble & Picotte, Helena law firm, who appeared as counsel for railway labor organizations and other groups protesting the proposed changes.

Graham said the Great Falls smeltermen’s union opposes the proposed changes on the ground a public utility should be studying ways to increase its service, rather than seeking to curtail it.

Despite the fact Fort Benton would be one of the four stations to be served directly by the Western Star, if the re-routing is authorized, Dr. Anderson said he opposed the change on the ground smaller communities in Chouteau county such as Loma, Virgelle, Carter and Flowaree, would suffer.

Paul Smith, commission chairman, preside at Wednesday’s all day session. The commission also was represented by Commissioner Austin Middleton and Leonard Young, and by Counsel Edwin S. Booth.

Newell Gough, Helena, and Howard Rhedin, St. Paul, G. N. counsel handled the railroad’s case.

Loblee’s attempts to question railroad officials as to freight revenues over the affected lines were objected to by G. N. counsel and the objections were sustained by Smith.

The city council chamber was filled throughout the day by citizens of communities to be affected, including Loma, Virgelle,Dutton,, Box Elder and Collins.

Among those protesting proposed changes, but still to be heard, are R. C. Lots, state chairman for the Brotherhood of Railway Trainmen; Leonard Kenfield, Montana Farmers Union and T. E. Hinton Railway Clerks.

1951, 14 December: Western Fruit Express Company Getting Bids On Ice

About 7,000 tons of ice will be harvested this winter to fill up ice storage houses of 9,600 tons capacity, T. G. Tompkins, local agent for Western Fruit Express Company said this week.

Ice harvest starts here about Jan. 15, Hopkins said, if conditions are right. Contractors will cut the ice on Whitefish Lake if there's ice enough on it. If there is not enough, they will go to nearby lakes.

No new decisions have been made about the proposed construction of an artificial ice plant for Western Fruit Express Company in Whitefish, Hopkins said. The city council decided a few weeks ago that the city water supply could not provide the enormous amount of water that would be needed for the ice plant's peak needs. Other means by which the plant could obtain water were discussed at that time.

1951, 14 December : Civic Unit Urges Approval Of G. N. Streamliner Plans

The position of the Great Falls Chamber of Commerce in the current railroad commission hearing on applications by the Great Northern Railway to revise its passenger service in the Havre-Great Falls-Shelby triangle was set forth Thursday by L. F. Nichols, chairman of the chamber’s transportation committee.

"For man years," Nichols’ statement began, "the people of Great Falls have endeavored, through the city’s chamber of commerce or individually, to induce the Great Northern Railway Co. to run one of its transcontinental trains through Great Falls.

"It now appears their efforts are about to be successful. All that is now needed is permission from your honorable board (the Montana railroad commission), and it is earnestly hoped by almost everyone in the city that permission will be granted as a result of this hearing.

Largest in State: "The size and importance of Great Falls in the state of Montana is now about to be recognized by the Great Northern by its proposal to run one of its transcontinental trains through the city. The importance of the city is emphasized by its population and its growth. It is now the largest city in the state with a population of 30,214. This is not the entire population of the city and its suburbs. That population is 45,727. These figures are the U. S. census figures for 1950.

"The suburbs referred to are Black Eagle, Lower Sun River area, Country club, Gore hill, Hill 57, Prospect hill and east base area (not including the air force reservation itself). Population of the air force base has fluctuated during the last two years and is now about 5,000.

"The Great Falls Chamber of Commerce has 824 members and is governed by 30 directors. Members represent every line of business, many wholesalers, retailers, professional men, construction contractors, builders and a few ranchers.

"Great Falls is located near the center of the state and its wholesale area extends north to the Canadian line, eastward to Bulbertson and Sidney, westward to Kalispell and Missoula, southward into Helena, Butte and Billings. Its retail shopping area is comprised of the same area and in addition the city has enormous retail business in Southern Alberta and Saskatchewan.

All Business Lines: "All lines of business are represented here by both wholesalers and retailers. Retail sales for 1950 were reported to total $57,530,000 and wholesale business was reported at $67,781,000. The buying income of the people of Great Falls – not including the suburbs – was reported to $60,034.000.

Two flour mills are located here with a daily capacity of 5,850 hundred-weights of flour and 75 tons of mill feed. These two mills have been operating at near capacity during the last few years, and when so operating, they ship 19 minimum carloads each operating day.

"The city has three terminal grain elevators with a total storage capacity of approximately 4,000,000 bushels. These elevators operate the year around receiving and forwarding grain from the central Montana area.

"Great Falls is served by three airlines and has an excellent airport. It also has an excellent bus station and is served by two transcontinental bus lines.

"Great Falls is a division point and terminal for the Great Northern, where are located this railroad’s general offices for the state, large yards and shops. Great Falls also is a division point on the Milwaukee road and the terminal of that railroad’s northern Montana division.

Stockyards, Refineries: "In addition to these industries, there are within the city limits a livestock sales yard which receives and ships several hundred cars of livestock per year; an oil refinery, whose products move all over the state and into North Dakota; a vegetable oil and feed plant; a brewery; iron works; three dairy products plants; a Zonolite insulation plant; brick and tile plant; all of these with their distribution of products.

"Outside of the city limits are located the Anaconda Copper Mining Co.’s zinc refinery and smelter, copper refinery and wire mill, in and out of which are received and forwarded thousands of cars of ore, concentrates and metals every year. With 14 miles of Great Falls there are four hydroelectric plants.

"Indicative of the growth of the city during the 1940-50 period, there was an increase of population (not including suburbs) of 9,286. Including suburbs, the population increase totaled 12,332. Postal receipts increased $260,388. Bank clearing increased $128,587,218. The number of telephones mounted by 9,383, electric meters by 3,363, and water taps 4,047.

"Many other statistics are available showing like increases during this 10-year period. More indicative are recent increases and activities which will continue through the next several months.

"During the 22 months ending for August this year, the number of electric meters increased by 1,794.

"In 1949, building permits were 891 and totaled $4,819.000; in 1950, 883 for $4,054,000, and it is estimated that permits for 1951 will total between $4,000,000 and $5,000,000.

"The amounts do not include one project for which contracts have been let, calling for construction of 450 units, because this project will be in one of the suburbs. Neither do the figures include any construction in the suburbs during 1949 or 1950.

New Bridge, School: "A highway bridge costing almost $2,000,000 was completed in September of this year and a high school costing approximately $1,000,000 has just been put in use.

"Great Falls is the starting point of the Alaska highway, which extends from this city to Anchorage and Fairbanks. Great quantities of freight are moving through and from Great Falls to Alaska, some by rail to Dawson Creek and thence by truck, and some by truck direct. There is considerable passenger traffic from here to Alaska by air and private car.

"Stationed at the Great Falls air force base are a great number of officers and men and a large number of civilian personnel. Large sums of money are being spent there for construction of many kinds.

"Connected with this activity, there is considerable travel on the part of those located in this area, including members of the armed forces, also on the part of those who come to Great Falls to do business with those located here. To some of these persons, the change proposed in the route of the Great Northern’s Western Star would be a convenience. To others, a necessity.

"Your honorable board is respectfully requested to grant the permission requested by the petitioner, the Great Northern railway."

1951, 14 December: 14 Witnesses Back G. N. Rerouting

Twenty-four witnesses testified Thursday, second day of the Montana railroad commission hearing on applications of the Great Northern Railway Co. for permission to revise its passenger service in north central Montana.

Fourteen of Thursday’s witnesses supported the railroad’s applications while 10 were opposed.

The hearing will resume at 9:30 this morning, when opponents of re-routing the streamliner Western Star through Great Falls, substitution of bus service for trains replaced by the streamliner, and discontinuance of trains No. 40 and 41 between Shelby and Sweet Grass will be heard.

Developments at the hearing Thursday:

1. Lester Lobel, Helena, counsel for railway labor groups and other opponents of the proposed changes, moved for dismissal of the application on the ground the applications does not set forth sufficient evidence as to necessity in that it does not include figures on Great Northern’s freight revenues. The motion was denied. An exception was noted.

2. Newell Gough Jr. of Helena, counsel for the Great Northern, made a statement regarding the railroad’s application to substitute bus service for trains No. 237 and 238 between Great Falls and Havre. Gough said the railroad is not pressing the matter of stops on the proposed bus route, other than at Fort Benton and Big Sandy, and that if the application (MRC-849) is approved, the bus schedule was devised to limit the service schedule, providing a connection to Havre with trains No. 1 and 2.

3. R. E. McHugh, Anaconda Intermountain Bus Co. counsel said the only interest his client has in opposing Great Northern’s proposed location for Great Falls – Havre service is that present service offered by Intermountain – two trips daily – is adequate. McHugh said intermountain is willing to revise its schedule to provide connection with the Empire Builder at Havre.

Witnesses who testified in support of the Great Northern application Thursday include:

G. A. Richardson, St. Paul, G. N. statistician; Clarence W. G. Roth, vice president, Helena branch of the Federal Reserve bank; James J. Flaherty, Errol F. Galt, Richard S. O’Day, Paul R. Trigg; L. F. Nichols; Frank Duval; W. L. Kennedy; Alexander Warden, all of Great Falls; I. N. Early, manager, Billings traffic bureau; R. G. Arnott and D. A. Holmes, Conrad, and Clifford McNamera and George Campbell, Big Sandy.

1951, 14 December: Further Testimony Is Taken In Rail Service Hearing

Great Falls, Dec. 13 – A Great Northern Railroad statistician, two bank officials, a Great Falls businessman and the Choteau Chamber of Commerce entered testimony here today in support of the Great Northern’s application to change its Havre – Shelby – Great Falls "triangle" rail services.

Testimony continue through the second day of a Montana railroad commission hearing on two joint proposals of the railroad:

1. Bring the line’s transcontinental train Western Star (trains 3 and 4) through Great Falls on the Havre – Shelby run, discontinuing other trains now operating between Great Falls and Havre and Great Falls and Shelby.

2. Inaugurate highway motor carrier service for trains 237 and 238 between Great Falls and Havre to provide a connection for Great Falls and intermediate points with the Empire Builder at Havre.

G. A. Richardson, St. Paul, G. N. statistician, explained exhibits which purport to show that the railroad is sustaining a substantial loss from present passenger train operation in the triangle area.

Bankers who testified in support of the proposal were Clarence W. Groth, vice president of the Federal Reserve Bank of Minneapolis in charge of the Helena branch, and E. F. Galt, president of the First National Bank here. James J. Flaherty, local businessman, also appeared in support.

The Choteau Chamber of Commerce entered as an exhibit a letter supporting the community of Dutton’s opposition to the proposed change only if the Western Star does not stop at Dutton. The railroad’s proposal is for the train to stop only at Fort Benton, Big Sandy, Great Falls and Conrad.

1951, 14 December: Commission Expected To Complete Hearing

Great Falls, Dec. 14 – The Montana railroad commission expected to complete early this afternoon the hearing on the Great Northern railroad’s application to change its train service in the Havre – Shelby – Great Falls "triangle" area.

The morning session of the hearing was devoted entirely to testimony of persons and organizations opposed to the railroad’s proposal.

Twenty individuals representing six communities in the area, affected by the proposal testified in opposition. Testimony in opposition also was heard from the Montana Farmers Union and the Brotherhood of Locomotive Engineers and the Order of Railway Conductors of Great Falls and Havre.

The hearing concerns the Great Northern’s application to re-route the streamliner Western Star through Great Falls and Havre.

The hearing concerns the Great Northern’s application to re-route the streamliner Western Star through Great Falls, substituting bus service for trains replaced by the Western Star, and discontinuance of trains No. 40 and 41 between Shelby and Sweet Grass.

Communities represented in opposition this morning were Box Elder, Loma, Dutton, Chester, Joplin and Floweree.

Leonard Kenfield testified in behalf of the Farmers Union. P. N. Shermerhorn, Great Falls, represented the Brotherhood of Engineers. John H. Irwin, Great Falls, local chairman, and O. H. Sheldon, Havre, legislative representative, spoke in opposition for the Railway Conductors.

Shermerhorn said the proposed change would result in a net payroll loss of $28,615.74 annually taking six engineers off the Great Falls – Have run and two engineers off the Great Falls – Shelby run.

Sheldon said the proposed changes would result in the loss of 16½ jobs at Havre with a railroad payroll loss of $95,461 annually.

1951, 15 December: Chester Commercial Club Protests New Schedule

With angry protests the Chester Commercial club Monday night went on record opposing the Great Northern’s proposed routing of the Western Star though Great Falls, unless the railroad agrees to have a flag stop in Chester for the Empire Builder. A committee to present this protest to the Railroad and Public Service Commission will be named. This committee may also circulate a petition among Chester and Hi-Line residents, and this petition with a resolution by the Chester Commercial club may be presented to the Commission. The decision came after a lengthy one-sided discussion, in which nearly every member present expressed opposition to the G. N. plan. The club men also voted that the committee may make a trip to Helena at Commercial club expense to fight the plan, if necessary. President Bob Keith took the naming of the committee under advisement, and the names will be announced soon.

Opening the discussion on the proposed route change, President Bob Keith called upon the local Great Northern Agent to explain the views of the Railroad. Mr. Halverson presented the opinion of the company, as it appears elsewhere in this paper.

Then President Bob Keith made a stirring speech. He said that he had talked with the Great Northern officials who had visited Chester, and that they had said the proposed route change was good business. "It’s not good business for us" Keith said. "The Great Northern hauls almost everything we produce and use in and out of here, yet they say it is good business to route the train through Great Falls." He said every business has to do many things that don’t always pay a profit, but that the public deserves service, and that the Railroad and Public Service Commission is the place for the public to go to get service from the railroad.

Keith said, "I don’t mind driving to Shelby or Havre to get on the train, or to meet someone, but I don’t want to have to do it the rest of my life. In the course of a life-time, that means a lot of driving." Keith also stated that State Senator Dave James was in Helena Monday, and that he would investigate the procedure necessary to protest the proposed route change.

When clubmen were told that they could take the bus out of Chester to catch the train, the reply was, "Yes, we could travel by bus all the way if we wanted to."

It was explained that if the Empire Builder had a flag stop in Chester, many other county seats larger than Chester would also demand a similar stop. However, clubmen had the answer: "Every other county seat on the Great Northern Route will be served by the Western Star."

1951, 15 December: G. N.’s Application For Route Changes To Be Reviewed

Two applications by the Great Northern Railway to revise its passenger service in the Havre – Shelby – Great Falls triangle were taken under advisement by the state railroad commission Friday, following a three-day hearing in the Civic Center here.

Commission Chairman Paul Smith said a decision will be handed down as soon as possible probably early in January.

The railroad seeks to re-route its streamliner, Western Star, via Great Falls; to discontinue trains No. 40 and 41 between Shelby and Sweet Grass; and to substitute bus service for trains 221 and 222 between Havre and Great Falls.

The applicant also seeks to run trains No. 235 and 236 between Great Falls and Butte instead of between Havre and Butte as at present.

More than 30 witnesses testified during the three-day hearing, 28 appearing Friday to oppose the proposed changes. Most opposition came from residents of small communities in the triangle area where the railroad does not propose to halt the Western Star, and from representatives of railway labor groups.

Other opposition came from the Montana Farmers Union, Chester Commercial club and the Great Falls Smeltermen’s union. Leonard Kenfield representing the Montana Farmers Union was the first witness Friday, Kenfield said nearly 2,000 farm families, members of the Farmers Union, would be affected in six counties of the triangle area, exclusive of Cascade if the applications are approved. He emphasized the importance of parcel post and express service to rural residents.

W. E. Cowan, Box Elder took the stand as spokesman for his community. He said the firm of Cowan & Son is probably the oldest business organization in the triangle area. His grandfather was a friend of James J. Hill he said in Winnipeg before the Great Northern ran its lines into Montana.

We oppose this application and would continue to oppose it even if the Western Star proposed to stop at Box Elder. We realize the railroad cannot, over a long period, afford to carry on a phase of business that is unprofitable. We also realize that it isn’t possible to satisfy the needs and desires of all small communities along the system when changes are necessary. However, we earnestly hope a way can be found to provide adequate mail express and passenger service to Box Elder.

Cowan said regarding the Great Northern’s application to inaugurate bus service between Great Falls and Havre as connection for the Empire Builder that the route already has adequate bus service in two daily schedules of the Intermountain Transportation Co.

Cowan’s testimony was supported by Leonard Johnson, Wendell Briggs, Frank Goodian, Edward Formonac, Dan Bitz and L. C. Keene, all of Box Elder, and by Fred Kiemele of Havre.

Others who testified Friday, in opposition to the applications included: Al Anderson, Loma; Howard McDelan and James Cheetham, Dutton; State Sen. David James and Fred Knopes, Joplin; S. J. Kolstad, Chester; Roy Kimball, Virgelle, and Harold Walker, John Rominger, Richard Rominger, Maurice Walker and Ralph E. Salisbury, all of Floweree.

Representatives of rail labor unions who opposed the applications Friday included: O. R. Sheldon, Havre, Order of Railway Conductors; P. N. Shermerhorn, Great Falls, Brotherhood of Locomotive Engineers; John H. Irwin, Great Falls, Order of Railway Conductors; F. W. Freeburg, Great Falls, Brotherhood of Railway Trainmen; A. W. Bundtrock, Great Falls, Brotherhood of Locomotive Firemen and Engineers, and R. R. Mowry, Havre, Brotherhood of Locomotive Firemen and Engineers.

Elmer Ombolt, Dutton, State representative from Teton county in the 32nd state legislature, testified neither for nor against the application, but sought to have Dutton made a stop on the route of the Western Star between Great Falls and Shelby. (Under the Great Northern’s plan, Conrad would be the only scheduled stop on this run.)

Omholt said Dutton is the rail hub of Teton county and that under the proposed change no scheduled stop would be made by a Great Northern through passenger train in the county. He said that from North Dakota on the east to Idaho on the west along the Great Northern, each county now has at least one flag stop. He also said Dutton is located near a divide, that trains would be forced to slow down approaching from either north or south. "It is our hope," he added, "to slow them down a bit more so Teton county will have at least one passenger stop."

Dutton’s hopes were supported by a letter from the Choteau chamber of commerce, which was put into the record.

Cheetham said the railroad crossing at Dutton is "one of the most dangerous on the line," further enforcing a slowdown.

Representatives of various railway labor organizations have figures to show the loss of jobs and wages that would result from the proposed changes. Sheldon said 16½ men would be "bumped" - forced to take lower rated jobs or cut off the bottom of the extra list. He explained the "half-man" figure by saying that crewmen on the Kalispell and Butte divisions alternated on certain runs at yearly intervals.

Freeburg said presumed loss of employment to members of the Brotherhood of Railway Trainmen and Order of Railway Conductors would total nine jobs – three conductors and six brakemen – for a total wage loss of $4,064 per month.

Bundtrock estimated four firemen would be cut off with an annual loss in wages of $21,807 and that five engineers would be forced to go back to firing.

Mowry said loss of earnings to enginemen and switchmen at Havre would total $27,807 annually.

I. E. Manion, Seattle, general manager for lines west of Williston, recalled to the witness stand in rebuttal, said:

"There is no question about men losing their jobs. Some men will. Some of the men new in passenger service will be reduced to freight runs. Some will be out of a job, temporarily. They will hold their seniority. However, we have been going beyond the authorized age limits in hiring new men. The present demand for men will no doubt continue for some time. No switchmen will be cut off." On questioning by Howard Rhedin, G. N. counsel, Manion read employment figures for 1950 and ’51.

Fifty-four trainmen were hired in 1950 and 21 left the service. Manion said. Also in 1950, 44 enginemen were hired and 10 left the service. Thus far in 1951, 63 trainmen and 34 enginemen were hired; 49 trainmen and 13 enginemen left the service.

At the close of the hearing, P. G. Holmes, St. Paul, passenger traffic manager, said if the railroad’s application is granted, a sleeping car will be sent out here for south-bound passengers on train No. 42. Thus, while the train will not depart for Billings until 12:15 a. m., passengers could board the Pullman at 10 p. m. Also, while train No. 43 would arrive here from Billings at 6:35 a. m., Pullman passengers could occupy their berths until 8.

1951, 21 December: Shop Contract Awarded

Havre, Dec. 20 — A $59,240 contract to enlarge, the storehouse at the Great Northern railway's diesel shops here has been awarded to Chris Fuglevand and Son of Havre, a G. N. official announced Thursday. Work will begin early next year.

--- Billings Gazette

1951, 21 December: Essex Snowfall Eleven Feet

Essex, Dec. 21 — One of the Great Northern station crew measured the snowfall here this morning and found there is seven feet of snow on the ground.

To date eleven feet and 3/4 inches of snow have fallen here. Although railroad bulldozers have had little trouble keeping the tracks clear, the heavy snow mantle has slowed down progress.

The snowfall is not a record yet — but there is still plenty of time before spring.

1951, 23 December: G. N. Derailment Tips 20 Cars Near Newport

Whitefish. Dec. 22 — Twenty freight cars of a Great Northern train were derailed early yesterday morning near Camden, Wash., but no one was injured, G. N. officials reported here later in the day.

The derailment was said to have been caused by the mechanical failure of one car. It occurred about 1:30 a.m. Saturday near Camden just west of Newport on the Idaho-Washington border.

All 20 of the derailed cars of the westbound freight were said to have tipped over on their sides. No exact estimate of damages was received although it was believed here they were not extensive.

Bob Grinde, chief dispatcher at Whitefish, said he was told other trains were rerouted around the accident site on the Spokane-International tracks. Officials were told by track repair crewmen they thought they could have the rails repaired and the train righted and on its way sometime early Sunday.

The mishap caused delay in progress of train No. 1. It was reported at 6:15 p. m. as being seven hours late.

--- Daily Inter Lake

1951, 23 December: Cement Freight Hearing Is Set

Helena, Dec. 22 — The question of whether freight rates on cement from Trident to Coram are too high will be argued before the Montana railroad commission and the interstate commerce commission here February 13.

The federal government, which complained about the rates, claimed they are "unreasonable." The state commission will hear the complaint against the Great Northern and Northern Pacific railroads on intrastate rates.

At the same time the I. C. C. will hear arguments on rates from Washington state points to Coram, also on cement, but involving the Milwaukee railroad. The hearing is set for 9:30 a. m. in the house chambers.

--- Billings Gazette

1951, 26 December: Coldest Spot In Northwest Is Minus 2

Whitefish, Dec. 26 — Cold spot on the Kalispell division of the Great Northern railroad this morning was the station of Stryker, west of Whitefish.

There, the temperature dropped to 26 below. Close behind was the station of Summit with 24 below. Eight o'clock readings at Shelby and Cut Bank were both 24 below.

At the Whitefish station the reading was 14 below. Most of the trains were on time except the west-bound Empire Builder due in here tonight about 6:10 p. m. The train will probably be about six hours late the dispatcher's office estimated, here this morning.

--- Daily Inter Lake

1951, 26 December: Passenger Sues G. N. Over Fall In Dark Coach

Loretta M. Porter has asked the district court for a judgment of $3,000 against the Great Northern railway for injuries allegedly received when she stumbled in a darkened railway coach in Havre Dec. 24, 1948. The plaintiff stated she was traveling from Great Falls to Chinook. When changing trains at Havre, she left some of her belongings in the coach she boarded when she left Great Falls. She charged negligence on the part of the railway when employes told her she could return to get her forgotten property. She said the coach was dark and therefore dangerous to enter.

--- Helena Daily Independent

1951, 26 December: Western Fruit Ice Bid Goes To McKenzie

Whitefish, Mont., Dec. 26 — A bid for 7,000 tons of ice for the Western Fruit Express Company has been let to Ed McKenzie of Whitefish.

Two bids were submitted for the icing project. The other bid was submitted by Lewis Voss of Havre. Voss bought the equipment of Fred Stone, Browning contractor who put up ice for the fruit company last year.

McKenzie said he will put up an additional 1,000 tons from Whitefish Lake for local consumption. He said Chuck Ray of Whitefish will be in charge of packing in the ice house.

Ice cutting operations may start in eight or ten days said McKenzie as there is already six inches of ice on Whitefish Lake where he plans to cut.

He said a "live" chain will be used this year to haul the blocks from the water onto the truck instead of the system used last year of pulling the blocks by tongs.

Cutting will start as soon as there is 12 inches of ice on the lake. Cleaning of the snow will begin before that. McKenzie said the ice covers the entire lower end of the lake and extends for about five miles up the lake from the outlet. Cutting usually takes place in January or February.

Probably employment on the project will be about 50 men. The fruit company uses the ice to chill the fruit cars coming through on the Great Northern trains. Cutting will be at the same place as last year, in the bay at Bay Point.

1951, 27 December: Hearing Of Montana Western RR Grain Rate Appeal Jan. 5

Three state officials will represent Montana in arguments before the United States supreme court Jan. 5 involving the Montana Western railway's share of joint grain freight rates with Great Northern.

Montana Railroad Commissioner Austin B. Middleton and Commission Counsel Edwin Booth will represent that board, and Atty. Gen. Arnold H. Olsen is expected to represent the state as its counsel. Lester Loble, Helena attorney, is to represent the Valier Community club, a protestant m the action.

The suit arose over an application of Montana Western to abandon its 25-mile line from Valier to Conrad. The Valier club protested, as did the state railroad commission. Then the Valier club asked new joint rates on grain to permit Montana Western a larger share of the income so it could stay in business.

The interstate commerce commission ruled in favor of the club, and Great Northern brought action in a three-judge federal court in Minneapolis.

This court ruled in favor of Great Northern, and the board and the Valier club appealed to the high court. Representing Montana Western at the hearing will be Arthur Jardine of Great Falls.

--- Helena Daily Independent

1951, 28 December: Slide Delays Train

A small slide near Nimrod (Java) on the Great Northern is delaying No. 27 Friday for three hours.

--- Hungry Horse News

1951, 28 December: McKenzie Gets Ice Contract

A contract for 7,000 tons of ice for Western Fruit Express Company has been awarded to Ed McKenzie. He expects to cut another 1,000 tons for local sale.

Cutting will start when ice on Whitefish Lake is a foot thick. Ice froze about two weeks earlier than usual this winter and is now about six inches thick at Bay Point, where ice harvesting will be done.

McKenzie and his foreman, Chuck Ray, expect to employ from 50 to 60 men for the work, which should take about three weeks. Fifteen trucks will be used.

The operation will involve a new technique this years - use of a "live chain" for handling ice blocks instead of tongs. The live chain is a power elevator that will carry the ice from the lake up into trucks. The machinery is being installed now at Bay Point.

1951, 28 December: Christmas Trip Is Gift Of G. N. President

Mrs. Mae Farmer, daughter of Thomas F. Whitney of Whitefish, got a nice Christmas present this year - a trip for herself and her daughter Susan from their home in Astoria, Ore., to Great Falls on the Great Northern Empire Builder.

The trip was the gift of John M. Budd, Great Northern president. The reason: Mrs. Farmer gave vital first aid to an injured fireman and engineer just a year before, when a train on which she was a passenger was wrecked near Yakt.

Mrs. Farmer and Susan traveled to Great Falls this year in a roomette on the streamliner to spend Christmas with her brother, Jess Whitney.