N.P. Ry.

L - M

Files from the Office of the Chief Engineer of the Northern Pacific Railway at the Minnesota Historical Society





The Minnesota Historical Society received the corporate records of the Northern Pacific Railway, the Great Northern Railway and the Spokane Portland and Seattle Railway with the creation of the Burlington Northern Railroad in 1970.

MHS' address is:
345 Kellogg Boulevard West
Saint Paul, Minnesota 55102-1906
MHS Web Site

This information is ordered by:
MHS Box Number
NP File Number
Subject
Additional notes (if any)


LEMOLO

134.I.10.5B
FILE 2766
LEMOLO: GENERAL FILE

Slide fence at Mile Post 76 installed circa November, 1949.
Slide at MP 76 circa December 13, 1948.
Derailment at west switch on April 9, 1945. Broken flange on NP 50102, 24 cars from engine, demolished 300 feet of track and 11 cars. The train was 64 cars long under Conductor Hutchison and Engineer Mills. Cars destroyed were NP 50102, 53112, 52734, 52086, 52624, ore loads, MILW 702725, NKP 16676, wheat loads, NP 30960, empty, NCStL 18186, wheat load, StLBM 3043, NP 34997.
Tunnel 8 noted as being near "Lemola" on December 4, 1930. Tunnel 8 depicted as part of three bridges and tunnel just east of Headworks on a track schematic.
The Lucas Lumber Company had a spur at Lemolo circa March 26, 1909.

LESTER

134.K.9.4F
FILE 11880
LESTER: AIRPORT

134.K.8.4F
FILE 11223
LESTER: BRIDGE 59

134.I.16.13B
FILE 6364
LESTER: BRIDGE 60

134.B.12.2F
FILE 1584
LESTER: COAL DOCK

Lester Coaling Station circa 1949. James J. Meacham, Bridge and Building Foreman, Seattle, Iver P. Iverson, Superintendent, November, 1948. Notes on installing an Ace Conveyor, Model 334-3. 18 by 30 feet, 120 tons of coal per hour capacity, five horsepower electric motor. Bridge Department Index Number 1824-175. Manufactured by the A. B. Farquhar Company of Chicago. Estimate in 1946 on cost to replace the coal dock with an electric conveyor was $16,400. To dismantle, move, and re-install the coal dock from Toppenish to Lester would have cost $25,320. To repair the existing dock at Lester, in a memo of May 28, 1946, would have cost $15,000. The Assistant General Manager thought that a small electric coaler would suffice with the increased use of diesels and oil-burning steamers. On May 10, 1946 the District Engineer states that on 30 to 40 tons of coal per day were required for engines at Lester, mostly on eastbounds trains climbing Stampede. He estimated the cost to repair the current loader at $22,335.
Two copies of plat for Lester showing plan for new coal dock. New dock would have been on south side of tracks, nearly opposite the existing dock. One copy off center. Oversize, two pages.

134.K.8.6F
FILE 11290
LESTER: COAL DOCK

134.I.12.1B
FILE 3796-A
LESTER: FUEL STORAGE

Oil tank at Lester built during the winter of 1912 by the F. J. Spriggs Company of St. Paul. This company was also contracted to build oil storage tanks at Lester, Easton and Auburn, circa October 30, 1912. This was for boilers, boiler houses, fittings, foundations and steel stacks at Lester and Easton, and a fuel oil plant at Auburn. Costs included $16.600 for a 50 horsepower horizontal boiler, and $3,800 and small expenses for a brick boiler house 18-foot two-inch by 36-foot two-inch long and 15 feet high with 13 inch brick walls.
By the end of 1944 the move to replace the original 1912 50,000 gallon tank was on. The Atherton Company bid $12,665 to remove the original riveted tank and replace it with a welded 30,000 gallon tank. Work started on February 10, 1945.
James T. Derrig noted in February, 1945 that the "...Old tank at Easton had been scrapped some time ago." The Lester tank's rivet were corroded and hole were appearing in the tank. Fredrick R. Bartles suggested a 20 by 14-foot tank replacement.
One copy of a memo from Fredrick R. Bartles to James T. Derrig, November 15, 1944. Need for diesel fueling and sanding at Lester. One page.
One copy of a memo from Eugene L. Grimm to Howard E. Stevens, January 4, 1945. Information on diesel fuel use from Auburn to Easton. One page.
One copy of a report from Fredrick R. Bartles to Bernard Blum, January 10, 1945. Reasons for building a 25,000 gallon diesel fuel tank at Lester. Two pages.

134.B.11.15B
FILE 871
LESTER: GENERAL FILE

Modified type 'H' turntable circa 1917. American Bridge Company, Ambridge, Pennsylvania.
One copy, station plat, Lester, Washington, Seattle Division January 6, 1919. From NP Hotel to east switch for coal dock. Oversize, three pages.

134.I.13.10F
FILE 4584
LESTER: GREEN RIVER VIADUCT

134.B.11.13F
FILE 817
LESTER: TURNTABLE

Motor added circa 1924, George Nichols Brothers, Chicago, Illinois. Eighty-five-foot standard.

134.K.9.9B
FILE 11967
LESTER: TURNTABLE

On August 3, 1960 James Poe of Yakima was dismantling the turntable when a forklift tipped and pinned him against the wall of the turntable, he was pulled out and taken to Cle Elum on Number 26. Sent by Worthington C. Smith.
On May 6, 1953 the Bridge Engineer inquired if the turntable from Dickinson, N.D., was needed at Lester. It was dissembled at a point and sent to South Tacoma, but was never reinstalled.
The Assistant Chief Engineer James T. Derrig noted cracks in the members and excessive wear and imbalance caused by pushing the rotaries across it with engines. Eighty-five-foot standard turntables were installed at Dickinson, Lester, Ellensburg and Tacoma in 1905.

134.I.12.12F
FILE 4201
LESTER TO EASTON: BRIDGES

Guthrie, McDougal & Company, Portland, Oregon claims on bridge work done on the Lester-Easton double tracking, 1912-1915.

136.G.4.5B
VOLUME 93-6
LESTER TO EASTON: DOUBLE TRACK, MATERIAL BOOKS

Volume 94 Notes: Lists of NP cars held for work on Stampede with lists of all the materials each held, reporting marks and road numbers, and what station they were sent to. "To Upham two coach brooms," 1913-1914.
Volume 95 Notes: Food, cabooses, outfit cars and equipment for the Material Engineer, 1914-15. Records for 85,000 ties placed for double tracks. Ties were shipped from Pe Ell, Addison-Hill, Green River Lumber Co., Page Mill, Vance, Henry D. Davis, Raymond. Engines 1465, 1604, 1610 working for the Engineer in October, 1914. Lists of cars held for work. $4,500 paid out for the death of D. Nertsos and G. Sakataras at the Auburn Pit on August 3, 1914.
One copy of Lester to Easton Material Book, Thomas Z. Krumm's itemized expenditures for the double-tracking project. Oversize, 39 pages.
One copy of Lester to Easton Material Book, Thomas Z. Krumm's itemized expenditures for the double-tracking project. Oversize, 91 pages.
One copy of Lester to Easton Material Book 3. Car use, 1914. Oversize, six pages.
One copy of Lester to Easton Material Book 6. Invoices, 1914-15. Oversize, six pages.

134.I.12.9B
FILE 4103
LESTER TO EASTON: LINE CHANGE

On November 8, 1913, a warehouse at Lester containing 3,544 sacks of cement burned down. The fire was caused by two NP boxcars near the warehouse which caught fire and burned. NP 47846 contained 231 barrels of Red Devil cement and NP 42997 contained 1,000 empty cement bags. The cars burned down when hobos lit the empty cement sacks to keep warm. The car's contents were valued at $438.90 and $100, respectively.

134.I.16.2F
FILE 6030
LESTER TO EASTON: LINE CHANGE

134.I.12.3B
FILE 3879
LESTER TO EASTON: RIGHT OF WAY

Abandonment of the old Weston loop. Benjamin S. Grosscup (NP's western counsel at Tacoma circa 1900) owned much of the land to the south and southeast of Lester in about 1913.

134.I.13.6F
FILE 4468
UPHAM & LESTER: BRIDGES

LINE CHANGES

134.H.4.3B
FILE 612-2
EAGLE GORGE: LINE CHANGE

134.I.11.11B
FILE 3707
FAIRFAX: LINE CHANGE

136.G.5.7B
VOLUME 67
GREEN RIVER BRANCH: EXTENSION

136.G.4.4F
VOLUME 88
GREEN RIVER BRANCH EXTENSION: MATERIAL BOOK

134.I.13.10F
FILE 4584
LESTER: GREEN RIVER VIADUCT

134.I.12.12F
FILE 4201
LESTER TO EASTON: BRIDGES

Guthrie, McDougal & Company, Portland, Oregon claims on bridge work done on the Lester-Easton double tracking, 1912-1915.

134.I.12.9B
FILE 4103
LESTER TO EASTON: LINE CHANGE

On November 8, 1913, a warehouse at Lester containing 3,544 sacks of cement burned down. The fire was caused by two NP boxcars near the warehouse which caught fire and burned. NP 47846 contained 231 barrels of Red Devil cement and NP 42997 contained 1,000 empty cement bags. The cars burned down when hobos lit the empty cement sacks to keep warm. The car's contents were valued at $438.90 and $100, respectively.

134.I.16.2F
FILE 6030
LESTER TO EASTON: LINE CHANGE

136.G.4.5B
VOLUME 93-6
LESTER TO EASTON: DOUBLE TRACK, MATERIAL BOOKS

Volume 94 Notes: Lists of NP cars held for work on Stampede with lists of all the materials each held, reporting marks and road numbers, and what station they were sent to. "To Upham two coach brooms," 1913-1914.
Volume 95 Notes: Food, cabooses, outfit cars and equipment for the Material Engineer, 1914-15. Records for 85,000 ties placed for double tracks. Ties were shipped from Pe Ell, Addison-Hill, Green River Lumber Co., Page Mill, Vance, Henry D. Davis, Raymond. Engines 1465, 1604, 1610 working for the Engineer in October of 1914. Lists of cars held for work. $4,500 paid out for the death of D. Nertsos and G. Sakataras at the Auburn Pit on August 3, 1914.
One copy of Lester to Easton Material Book, Thomas Z. Krumm's itemized expenditures for the double-tracking project. Oversize, 39 pages.
One copy of Lester to Easton Material Book, Thomas Z. Krumm's itemized expenditures for the double-tracking project. Oversize, 91 pages.
One copy of Lester to Easton Material Book 3. Car use, 1914. Oversize, six pages.
One copy of Lester to Easton Material Book 6. Invoices, 1914-15. Oversize, three pages.

134.I.12.3B
FILE 3879
LESTER TO EASTON: RIGHT OF WAY

Abandonment of the old Weston loop. Benjamin S. Grosscup (NP's western counsel at Tacoma circa 1900) owned much of the land to the south and southeast of Lester in about 1913.

134.K.7.7B
FILE 11022
NELSON: LINE CHANGE

134.I.5.7B
FILE 503
PALMER CUT-OFF

The Engineering Office on the Palmer Cut-Off was closed in 1901. During the early phases of the work the project engineer, George A. Kyle, issued passes so workers could get out to the site. He simply crossed out the printing on the cards and inserted his own. News of this reached the Second Vice-President John W. Kendrick, who started of a chain of five memos reaching down from Engineering department head to department head and back to Kyle. Surprisingly, by 1902 Kyle would be promoted up to Division Engineer.
The Cut-Off would be 21.7 miles long, and was turned over to the Operating Department on September 1, 1900, two months behind schedule. By July 17, over half-a-month after the line was supposed to have opened 130-150 men were still working on it. Work had begun on February 20, 1899.
Buildings included two second-class section houses, costing $1,000 each one third class combination depot (Model S26-14) two fourth class combination depots (S26-31) three privies costing $100 each, fixtures and furnishing for the buildings for $50 each, and wells for each station for $65 each.
A telegram was sent in code to Kyle from William L. Darling to see if the line would be ready for Edwin H. McHenry's upcoming inspection trip. The code name for the Cut-Off: "Rodent Frugality."
In December, 1906, Harry J. Horn called William L. Darling: "Why we built the Auburn-Palmer Junction line in place of the old..." There was apparently a suit to compel the NP to return to running on their old line according the their charter.
One copy of report from Charles S. Bihler, Western Divisions Engineer at Tacoma to Edwin H. McHenry, Chief Engineer at St. Paul, March 22, 1900. Proposed station facilities for the Palmer Cut-Off. 2 pages.
One copy of report from John W. Kendrick, Second Vice-President to Edwin H. McHenry, July 18, 1900. Kendrick's views on the nearly-completed cut-off. Three pages.
One copy of a report from Charles S. Bihler, Western Divisions Engineer to Edwin H. McHenry, August 25, 1900. Summary of place, use, type of construction, exterior dimension and value of NP structures on the Palmer Cut-Off. Two pages.
One copy of a report from Paul W. Corbett, Assistant Secretary to Edwin H. McHenry, August 29, 1900. List of insured NP structures on Palmer Cut-Off. Two pages.

136.G.5.8F
VOLUME 73
PALMER CUT-OFF

134.I.5.12F
FILE 644
PALMER CUT-OFF: BRIDGES

134.I.5.12F
FILE 648
PALMER CUT-OFF: GRADING CONTRACTS

134.I.7.3B
FILE 1290
STAMPEDE PASS: DOUBLE TRACKING, 1903-12

On December 28, 1912, Locke M. Perkins reports that the Lester roundhouse is similar to the one recently constructed at Easton. "...Machine shop, office, etc. to be identical." On December 26, William L. Darling tells Perkins that it is imperative "...That the Lester roundhouse be constructed in time to house new [M]allet power which should reach us within the next 60 days. Hurry preparation of plans for the roundhouse and forward."
Thomas Z. Krumm is the Assistant Engineer at Lester overseeing the planning and construction of the double track during this time. On December 27, William L. Darling says the supply agent has sent a drafting table with horses to Kennedy and Upham for him. Two of the swivel chairs sent to Krumm had been demolished in transit. He also sent telegrams as far as Deerfield, Minnesota, in search of a spare drafting table (but the draftsman there said he wanted to keep it).
As early as the time of the double tracking a gigantic tunnel on the size of the Great Northern's 1929 Cascade Tunnel had been proposed. Maps showing a tunnel moving from a position between Borup and Kennedy to a point between Martin and Whittier on the Milwaukee Road were laid out. The new "long tunnel" would probably have tripled or quadrupled in length and reduced the grade to one percent.
A clipping from Colonel Hiram Chittiden in Pacific Northwest Commerce magazine of April, 1910, stresses the need for a low grade, long tunnel under the Cascades. A memo on New York, New Haven & Hartford R. R. (The New Haven) letterhead from Edwin H. McHenry (Now serving on the New Haven) to William L. Darling on December 16 regarding the re-alignment of the main from the Weston loop to the Viaduct states "In light of the results obtained it would seem that the original location was fairly open to criticism." Edwin H. McHenry had been one of the original engineers on the line locating at Stampede Pass in the 1880s.
The Chief Engineer in October, 1910, Edward J. Pearson, has an inquiry on the rail laid on Stampede. The reply is 72-pound rail was laid in 1902. The NP's bickering on what to do about double tracking Stampede stretches back to the end of 1903.
One copy of a memo from Thomas Z. Krumm, Assistant Engineer stationed on Stampede Pass to Asahel R. Cook, Principal Assistant Engineer, Tacoma, January 1, 1913. Krumm's request for snow shoes. One page.

134.I.12.3B
FILE 3873
STAMPEDE: LINE CHANGE

On May 13 the decision is made to move the tracks out from 13-foot centers to 14 feet. The correspondence notes that a rotary with wings out covers 12 feet eight inches leaving four inches of clearance for crews. The additional foot will cost the NP $17,000 in bridge widening and $10,000 in grade widening.
Thomas Z. Krumm, the Assistant Engineer states on July 3, 1913, that there is trouble with the "Greek Gang" on the double tracking work and he is going to have them taken off. March 22, 1913, William Darling sends a note to Howard E. Stevens, Bridge Engineer, telling him to carry the footings of the Viaduct 15 to 18 feet below the bottom of the Green River's bed.
The final length of the double track between Lester and Easton is 17.35 miles. The Upham and Borup depots both had to be moved to accommodate the double tracking. Cost to move: $400 each.
On January 8, 1913, S. J. Bratager sends a telegram to William L. Darling on the Lester roundhouse. It is to be a six-stall frame roundhouse 110 feet deep with a 44 by 92-foot machine shop and a 15 by 46-foot office and storehouse. Authority for Expenditure 661-12, similar to the facility erected at Easton but three stalls larger.
One copy of "Estimate of cost covering double track, grade revision, and change of line from Easton to Lester," February 12, 1913. Complete cost-analysis for the Stampede Pass double-tracking. Oversize, nine pages.

MAPS

134.I.10.6F
FILE 2782
FILING MAPS

134.I.11.1B
FILE 3328
MAPS

136.H.1.7B
EASTON TO PALMER, MAPS 35-81

Valuation Maps, six-inches by three-feet, six-inches black ink on vellum. Track schematic, elevation profile, and civil engineer's marks for the entire NP right-of-way circa 1917.

136.H.1.8F
KANASKAT TO AUBURN, MAPS 82-102

138.E.13.4
GREEN RIVER BRANCH, BUCKLEY BRANCH, WILKESON BRANCH, MAP 53

136.H.1.7B
PARKER TO UMTANUM, MAPS 82-121

138.E.13.3
ROZA TO PALMER JUNCTION, MAP 44

138.E.13.3
ROSLYN BRANCH, PALMER CUT-OFF, MAP 45

138.E.9.2
SECTION MAPS VOLUME 1, 1891-1920

Ed. R. Adams section maps, circa 1891. Distances listed:
Eagle Gorge, 7.6 miles east of Palmer Junction
Canton, 3.7 miles east of Eagle Gorge
Maywood, 4.2 miles east of Canton
Hot Springs, 4.9 miles east of Maywood
Lester, 2 miles east of Hot Springs
Weston, 4.8 miles east of Lester
Cole, no mileage but shown east of Kennedy and west of Borup loop
No Borup, Garibaldi, Lemolo or Humphrey on map

138.E.9.3
SECTION MAPS VOLUME 2, 1891-1920

138.E.9.4
SECTION MAPS VOLUME 3, 1891-1920

138.E.9.5
SECTION MAPS VOLUME 4, 1891-1920

138.E.9.6
SECTION MAPS VOLUME 5, 1891-1920

Gazetteer-type blue print section maps, 1891. One inch to the mile. Volume 5, Minnesota to Cheyenne Pass, Montana.

136.H.1.7B
THRALL TO NELSON, MAPS 122-34

138.F.2.7
WASHINGTON 2-4, 10, 23 A
ELLENSBURG TO PALMER JUNCTION MAPS

138.F.2.8
WASHINGTON 2 C, 53 A
GREEN RIVER BRANCH MAPS

MARTIN

134.H.2.6F
FILE 5939
MARTIN TO KENNEWICK: PACIFIC POWER TRANSMISSION LINE

134.K.4.10F
FILE 10159
MARTIN: NP SKI DOME

Exhaustive correspondence on Ski Dome possibilities. Comparison with world-class European ski areas, excellent black and white photographs of Milwaukee's "Ski Bowl," poor shots of the NP's own facility, mock-up maps of potential ski area, blue prints for lodge, push to sell begins as early as 1944.
One copy of area map, showing proposed ski areas, October 18, 1939. Oversize, two pages.

MILWAUKEE ROAD

134.I.9.7B
FILE 2044
MILWAUKEE ROAD, EASTON

Blue print maps of the NP and Milwaukee Road in the Easton area, the Milwaukee's encroachment on the NP right-of-way in the Cabin Creek vicinity. Stations between Easton and Cle Elum, west to east are: Easton, Talmage, Nelson, Baker, Cle Elum.

134.I.10.13B
FILE 3241
MILWAUKEE ROAD: KANASKAT TO BAYNE

Diagrams and contracts of the Milwaukee's overhead and underpass crossings of the NP in this area.

134.I.9.5B
FILE 1985
MILWAUKEE ROAD: THORP YARD



Author: John A. Phillips, III. Title: Files from the Office of the Chief Engineer of the Northern Pacific Railway at the Minnesota Historical Society, L-M. URL: www.netcom.com/~whstlpnk/mhslm.html.

© March 20, 2002

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