1 OPERATIONAL CHRONOLOGY 1905-The ORIENTAL LIMITED, trains 1 and 2, was inaugurated during December as the Great Northern’s premier transcontinental passenger train. Train 1 passed through Stevens Pass and the Cascade Tunnel during the early afternoon hours, and the eastbound train 2 travelled through the Pass including the Martin Creek snowsheds and the Cascade Tunnel around midnight on its overnight run between Seattle and Spokane. Compiled by John F. Strauss, Jr., PhD Former Great Northern Railway Traveling Passenger Representative GREAT NORTHERN RAILWAY’S STEVENS PASS MAIN LINE 1890--C. F. B. Haskell discovered the Cascade Mountains’ Stevens Pass at the headwaters of Nason Creek in late September, and he carved the name of the Pass on a tree in honor of John F. Stevens for whom he worked as a member of the locating engineering party. 1893—The original Cascade Mountains' Stevens Pass Switchback Line with its 4,055 foot summit and 3.5 to 4.0 percent grades was completed at 11:30 PM PST, January 6, near Madison (renamed Scenic soon thereafter). It was built because James J. Hill wanted to reach Seattle as soon as possible, a surprising decision to his locating engineers since Hill's policy had been to build the Railway well right from the start. This main line through Stevens Pass included the Martin Creek Bridge and Horseshoe Tunnel, both of which were engineering marvels. Although the Switchback Line was a temporary expedient over the pass, nevertheless it was well-engineered to prevent runaways and derailments. The east side of the pass was traversed with only three switchback spurs, while five were required on the west side. Once in operation passenger trains were limited to nine cars and 350 tons, and freight trains to 18 cars and 700 tons exclusive of the steam locomotives, one road locomotive and two Consolidation 2-8-0 helpers located front and rear of the train. Each train took between one and a half and two hours to travel through the pass. During the winter’s extreme snow conditions, 50 feet high on occasion, the time could be considerably extended to travel through the Switchback Line. St. Paul held its colorful pageant on June 7 to celebrate the Great Northern’s completion as a transcontinental railroad, the ceremonial last spike on the Pacific Extension was driven on July 1 near present day Scenic, and the completion ceremonies were held on July 4 in Seattle. The Railway's new motto became "The Great Northern Is Where the Rails Meet the Sails of the Western Sea." 1897—Construction began on the first Cascade Tunnel Route between Cascade Tunnel Station (originally named Tunnel City) and Wellington (originally named Stevens City). Leavenworth, east of Stevens Pass, served as the staging area for this huge construction project. 1900—The original Switchback Line was replaced on December 20 by the new 43 mile main line which included the first Cascade Tunnel, 2.63 miles long. This new route reduced the summit crossing to 3,383 feet in altitude. The new tunnel immediately presented problems caused by the steam locomotives' smoke and gases, particularly as they proceeded upgrade eastbound in the tunnel. , OCR Text: 1 OPERATIONAL CHRONOLOGY 1905-The ORIENTAL LIMITED, trains 1 and 2, was inaugurated during December as the Great Northern’s premier transcontinental passenger train. Train 1 passed through Stevens Pass and the Cascade Tunnel during the early afternoon hours, and the eastbound train 2 travelled through the Pass including the Martin Creek snowsheds and the Cascade Tunnel around midnight on its overnight run between Seattle and Spokane. Compiled by John F. Strauss, Jr., PhD Former Great Northern Railway Traveling Passenger Representative GREAT NORTHERN RAILWAY’S STEVENS PASS MAIN LINE 1890--C. F. B. Haskell discovered the Cascade Mountains’ Stevens Pass at the headwaters of Nason Creek in late September, and he carved the name of the Pass on a tree in honor of John F. Stevens for whom he worked as a member of the locating engineering party. 1893—The original Cascade Mountains' Stevens Pass Switchback Line with its 4,055 foot summit and 3.5 to 4.0 percent grades was completed at 11:30 PM PST, January 6, near Madison (renamed Scenic soon thereafter). It was built because James J. Hill wanted to reach Seattle as soon as possible, a surprising decision to his locating engineers since Hill's policy had been to build the Railway well right from the start. This main line through Stevens Pass included the Martin Creek Bridge and Horseshoe Tunnel, both of which were engineering marvels. Although the Switchback Line was a temporary expedient over the pass, nevertheless it was well-engineered to prevent runaways and derailments. The east side of the pass was traversed with only three switchback spurs, while five were required on the west side. Once in operation passenger trains were limited to nine cars and 350 tons, and freight trains to 18 cars and 700 tons exclusive of the steam locomotives, one road locomotive and two Consolidation 2-8-0 helpers located front and rear of the train. Each train took between one and a half and two hours to travel through the pass. During the winter’s extreme snow conditions, 50 feet high on occasion, the time could be considerably extended to travel through the Switchback Line. St. Paul held its colorful pageant on June 7 to celebrate the Great Northern’s completion as a transcontinental railroad, the ceremonial last spike on the Pacific Extension was driven on July 1 near present day Scenic, and the completion ceremonies were held on July 4 in Seattle. The Railway's new motto became "The Great Northern Is Where the Rails Meet the Sails of the Western Sea." 1897—Construction began on the first Cascade Tunnel Route between Cascade Tunnel Station (originally named Tunnel City) and Wellington (originally named Stevens City). Leavenworth, east of Stevens Pass, served as the staging area for this huge construction project. 1900—The original Switchback Line was replaced on December 20 by the new 43 mile main line which included the first Cascade Tunnel, 2.63 miles long. This new route reduced the summit crossing to 3,383 feet in altitude. The new tunnel immediately presented problems caused by the steam locomotives' smoke and gases, particularly as they proceeded upgrade eastbound in the tunnel. , Granite Falls Historical Society,Library (Books & Booklets),General Library,Searchable Books,Great Northern Railways Stevens pass main line.pdf,Great Northern Railways Stevens pass main line.pdf Page 1, Great Northern Railways Stevens pass main line.pdf Page 1