Railroad Rumors, A Transcontinental Line Maybe be built Through Whitman County on its way to Seattle and Tacoma. posted in: "The Weekley Commoner" Newspaper, Vol 21 Colfax, Whitman Co. WA. Friday 29 Dec. 1905 Page #18 Contributed for use in USGenWeb Archives by Taryn Hopey 15 Jun 2003 ************************************************************************ USGENWEB ARCHIVES NOTICE: These electronic pages may NOT be reproduced in any format for profit or presentation by any other organization or persons. Persons or organizations desiring to use this material, must obtain the written consent of the contributor, or the legal representative of the submitter, and contact the listed USGenWeb archivist with proof of this consent. The submitter has given permission to the USGenWeb Archives to store the file permanently for free access. http://www.usgenwebarchives.org *********************************************************************** RAILROAD RUMORS WHICH ARE PUZZLING THE PEOPLE OF THIS STATE A TRANSCONTINENTAL LINE MAY BE BUILT THROUGH WHITMAN COUNTY ON ITS WAY TO SEATTLE AND TACOMA So many railroads projects are on foot in this state that it is a hard matter to determine just what it all means. There is no doubt, however, that the CHICAGO, MILWAUKEE & ST. PAUL system is to be extended to Puget Sound. A great deal of guessing as to its route has been done by the papers. On one point they all agree, that it will come through the LOLO PASS. >From that point they all disagree. The Lewiston Tribune contends that it will build through Lewiston to Wallula. The Spokane people claim that it will build through Spokane. The Commoner's guess is that it will not touch either Lewiston or Spokane, but will tie on to the Washington, Idaho & Montana line, which is being built east from Palouse. Two routes west would then be available from Palouse to Elberton and down the river through Colfax on to Lind and Ellensburg, or from Princeton, Idaho, or some nearby point, through Garfield and St. John, across the head of Rock Lake to Lind. At either Palouse or Garfield the Spokane & Inland line would furnish a connection with both Spokane & Inland has the backing of and is connected with some big railroad company. It also makes a guess that the line projected from Wallula to Tacoma and Seattle is a Harriman project to give the O. R. & N. connection with the Sound cities. There has long been a suspicion that the Washington, Idaho & Montana road is being built for something more that to haul logs and timber. It has been constructed in first class style. It is reported that the survey has been continued east into the Bitter Root mountains where it is said surveyors met another party working west. Careful surveys have been made from Palouse to Elberton, and good, easy grades were secured in both cases. Well posted parties say that easy routes could be secured from Garfield through either Pleasant Valley or from the Palouse river below Colfax to Lind. They would run through a very productive section which would furnish a large amount of freight business, besides being the shortest and most direct line from Lolo pass to the Cascades. In Connection with this matter, the following article which appeared in last Sunday's issue of the Spokesman Review is of interest: The history of the Chicago, Milwaukee & St. Paul road is the best indicator of the policy to be prusued in the extensions to the west. It was built originally to meet local conditions in southern Wisconsin, and to bring to the metropolis of that state the marketable products from Watertown and intermediate points. It was purely a local road and developed the locality through which it passed. When George MERRILL was the moving spirit of the company the people along the right of way called it "MERRILL'S road" and every passenger and shipper who took advantage of its facilities looked upon the road as something that was personal to himself, and in which he had an equity. As extensions became necessary, the work pushed in a conservative manner, and local conditions developed. The management always had in mind that the friendship of the people tributary to the road was an asset that meant much to the road's income. This policy of localizing the road has been followed throughout its history and in the extension to the coast it is safe to assume that no change will be made in its policy. It will touch where the local conditions warrant. It is contended that the line will cross the Yellowstone at Livingston, Montana, continuing on to Butte, the Montana headquarters, and then through the Lolo pass, through Latah county, cutting the Palouse in the center, and striking the Columbia river near Pasco or Wallula. Said a prominent railroad engineer, who did not wish his name to be used; "I do not believe that the road will go through Lewiston, as many believe, but that it will pass between Lewiston and Spokane, with a branch line probably to both cities. A railroad doesn't want to get into a conyon , like the Clearwater river, where it can not get at the country on either side. I believe there is a good route across near Palouse. The company would certainly be very foolish to come down the Clearwater before trying to get a route through the Palouse country. By looking at a map it can be seen that should the road go in the Palouse direction it would cut through the great timber belt in Shoshone and eastern Latah county, this being all country in half and take in a nice slice of the Big Bend country before reaching the Columbia river in the vincinity of Pasco. "On the other hand, to go down the Clearwater the road would be boxed in a canyon, where it would be hard to reach. It is also a winding and roundabout way, that middle fork country being squarely in the Bitter Root forest reserve, nearly to Kooskia, where the Northern Pacific now reaches. "After reaching Kooskia the road would have to compete with the Northern Pacific Clearwater line, and there is not sufficient business for rival roads, which will be especially true when the Grangeville line is built. It will also be noticed that the Northern Pacific has the north bank of the river, and there is hardly enough room for two roads on that side. The south side is bad although not impossible for railroad building. "From Peck on down to Lewiston, the Northern Pacific operates on the north bank and the O. R. & N. holds the right of way on the south bank. Suppose the road reaches Lewiston to Riparia the O.R. & N. owns the north bank of the Snake and will soon operate that line. The Northern Pacific owns the south bank, and one familiar with the banks of that river knows that there are almost no banks at all and not of sufficient width to operate two lines of road." The surveyors for the Chicago, Milwaukee & St. Paul railroad are said to be in the vincinity of Ellensburg, Wash., and are engaged in running several lines through the town and north of it. "You may depend upon it," said another railroad man, "the exact route will not be learned until such a time as the officials deem it wise to give out the information. Many lines will be run by surveyors and all data as to grade, competition, possible tonnage, etc., will be compiled and submitted to the board of directors before a decision is reached. Many lines may be run so as to give a false impression as to the true route of the road, so that the various reports that parties are surveying a route for this or that road are not always of value. The public is last to be taken into the confidence of a railroad, because of many conditions. As soon as it is known that there is a prospect of a line being built through any section the reality in the vicinity immediately takes on an increased value. This is one of the reasons for secrecy. Then, should the plans of the road become known to a competitor, all sorts of obstacles are placed in the way. You may be certain of this fact, however: The C.M. & St. P. is going to the coast by a route that will offer the best local tonnage. The route through Lolo pass, Latah county and the Palouse looks very good to me." ----