Steel Rails - Part 4

(Cont. from last week)

Originally published in the Hysham Echo on Dec. 23, 1926

(By Dan R. Conway)

Shortly, this act was followed by the breaking of ground at Omaha, amid the rolling of drums and the blaring of trumpets. Flags fluttered above tent villages which today mark cities and the ghosts of towns that once were. Excitement ran rampant as the steel rails actually started to creep westward. This was the picture of hope that prevailed where the work was being done, with such men as Jim Bridger and others possessing a thorough knowledge of the country to be traversed and instilling courage and bravery into the hearts of the workers. On the other hand, back east, where existed but a vague conception of the West, capitalists of the nation rested and pondered over the project. Hope still languished amid a picture of crude construction camps, with an “absolutely” boundless stretch of the “savage-infested American desert” beyond. Capital refused to become enthusiastic over the enterprise. It was a discouraging and at times an almost hopeless task.

A few months ago, I was privileged to view a pleasing, interesting and an educational photoplay. To some, “The Iron Horse” may perhaps have constituted merely another motion picture; but to me it was significant. It embodied the silent dramatization of a huge task accomplished in the face of most trying and discouraging conditions, an epoch in the story of America which has had more to do with the development of the United States than any other single event in the history of the country.

It is now common knowledge, how the Union Pacific and Central Pacific construction crews raced in the face of danger and death, westward and eastward toward each other, in the completion of that line of “steel rails” which now marks the route of the main line of the Union Pacific system.

The First Line Completed

When, on May 10, 1869, at Promontory Summit, a short distance west of Salt Lake, that beautifully polished laurel wood tie was settled into the roadbed beneath the last rail, linking Atlantic and Pacific seaports, 3,500 miles apart, there was constituted the successful close of an undertaking among the greatest in importance in the history of the world.
Although the completion of the Union Pacific and Central Pacific lines, shortened by hundreds of miles, the distance from the gold camps of Montana Territory and “the States”, this commonwealth was still many long miles from the route of the “steel rails”.

East-bound traffic and freight, from Montana, in those days, had the choice of two routes. One of these was by stage or freight train from the gold camps to Salt Lake, (later to Corinne, Utah, and Franklin, Idaho, when the Utah, and Northern had pushed forward that far); and another was by stage or freight train to Fort Benton, then the head of navigation on the Missouri river.

Montana’s First Railroad

The Utah & Northern was the first railroad to connect Montana Territory with the outside world, abolishing forever the old stage lines to and from Utah and other southern points. In the early days of the settlement of Montana Territory, it was a five-months’ trip for freight trains from points of embarkation on the Missouri river in Nebraska, to the gold fields. When the Pacific railways were completed, Corrinne, Utah became the starting point for the stage lines Montana-bound. The distance from Corrinne to Virginia City, was approximately 500 miles.

In the early seventies, Jay Gould who was then famous in railroad annals, and who had acquired a controlling interest in the Union Pacific system, was furthering the affairs of the Union Pacific and the several other contemplated railroad lines in the Far West - at least he was vitally interested in the financial part of these programs. It was his proposal to build the Utah & Northern railroad into Montana. In this connection, Mr. Gould conceived the idea that he might get a “lift” if the scheme were laid before the Montana legislature and properly manipulated.

The Montana Subsidy Effort

Gould proposed that the narrow-gauge line of the Utah & Northern be pushed to Silver Bow Junction and thence to Butte, and that in return for “this blessing,” Montana Territory issue bonds to the amount of $1,500,000 which would be used as a subsidy for the benefit of those who were building the line. This was the first time that railroad matters had ever come before a Montana legislature, and Mr. Gould with his associates, had an active lobby at Helena during the session of 1876. The arguments in favor of the proposal were eloquent beyond measure. Yet, despite, the fact that Montana people and their representatives in legislature, felt sorely the need of railroad facilities, this big bundle of debt looked ominous to the taxpayers of a territory in which there were only 20,000 people.

Subsidy Plan Meets Defeat

The legislative session dealt with this bonding proposition. It was carried in the Council, but went to its death in the house. The subsidy was lost, but the road came through just the same. Its projectors could not discount the profits to be derived from the first line to enter so lusty a young commonwealth. They had intended at all times to build the line, but an effort toward a subsidy was well worth the trying.

(Cont. next week)

 Montana is One of Few States where Railroads Are to Tap New Areas - 251 Miles, in All, of New Rails

RAILROADS JUST COMPLETED, BUILDING OR PROJECTED IN MONTANA - In Eastern Montana the Northern Pacific and Great Northern have announced actual construction from Glendive and Richey, respectively, for Circle and the rich McCone county agricultural lands. The Milwaukee and (see lines) also have surveys through the same territory. The Great Northern plans eventually to extend this branch of Lewistown, where it will join with the present Great Northern lines. The map shows also the Great Northern’s new extension from Scobey to Opheim in the wheat belt. The Northern Pacific’s great change on its Bitter Root branch is also shown as is its recently completed road to Colstrip. Other routes through Central Montana connecting Great Falls and Missoula, Miles City and Lewistown, surveyed by the Milwaukee are shown, as well as that road’s extension of its Blackfoot branch.

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