Amtrak begins operation on May 1, in spite of numerous legal challenges in the works up to the previous day. Malta, Montana was added in November. Also on November 14, the North Coast Hiawatha began operating as a separate train between Chicago and Spokane daily Chicago to Minneapolis, and tri-weekly Minneapolis to Spokane , where it was combined with or split from the Empire Builder.
The Empire Builder began stopping in Browning, Montana in February, and started a unique season rotation where Amtrak trains stop at Glacier Park station East Glacier during the summer Glacier Park season only and at Browning the remainder of the year. The North Coast Hiawatha operated daily during the summer and Christmas holiday periods.
The Empire Builder carried , passengers in The train lasted only 4 months as patronage did not materialize as planned as running time as dictated by BN was an hour more than the 7. In September, because of a shortage of operable aging equipment, the frequency of the Empire Builder is reduced from daily to four days per week. The other three days per week, Chicago-Seattle service is the North Coast Hiawatha, providing — between the two trains — daily service between Chicago and Minneapolis and at Sandpoint, Spokane, and Seattle.
The trains reverted to a their more-classic scheduling with a new timetable in April of The Empire Builder carried , passengers in , a drop partially due to operating four days per week most of the last four months of the year. The period from to inclusive is one of great tumult at Amtrak due to a desire to eliminate trains to cut perceived losses.
All the long distance trains operating to and from the east to the Pacific Northwest — Empire Builder, North Coast Hiawatha, and Pioneer — are candidates for discontinuance due to budget concerns and politics. The Empire Builder began serving the new "Midway" station in St. Paul, Minnesota, on March 1 and all passenger service ends at the former Great Northern Station in Minneapolis, which had been in use continuously since October 1: The North Coast Hiawatha and several other Amtrak trains are discontinued in a major downsizing of the long-distance Amtrak system.
The frequency of the Empire Builder is further reduced to just three days per week its all-time low. Cloud, and ex-NP route between St. Cloud and Moorhead Fargo. The Empire Builder begins serving St. October The Empire Builder becomes the first long-distance train to be given the new bi-level Superliner equipment. At this time, the Superliner lounge cars have yet to be placed into service and the train runs with as few as two coaches, a diner, and one sleeping car on a tri-weekly schedule; certainly, the lowest point of available passenger-carrying capacity.
Through sleeping car service begins in October The faster routing between Spokane and Seattle allows a major schedule change and improved connections in Chicago and Portland. The Empire Builder operating tri-weekly since , except during most summer and holiday seasons begins a seasonal daily operation over the Christmas and New Year's holiday period, but in January , Amtrak announces that the train will not revert to a tri-weekly operation and will remain daily. Reasons for the upgrade in service were given as good patronage helped by the new routing and Portland section implementation a few months previously , securing a mail contract, and influence by Senator Mark Andrews of North Dakota, Chairman of the Senate Appropriations Committee.
Amtrak dedicated a new station in Grand Forks, North Dakota on December 16 that eliminates the need for the Empire Builder to back out of the downtown station. The host freight railroad for the Empire Builder between Chicago and the Twin Cities became the Soo Line Railroad whose majority owner was the Canadian Pacific Railway which purchased the bankrupt Milwaukee Road railroad in early with the actual merger culminating at midnight December 31, The Empire Builder continued to see delays on the ex-Milwaukee Road Soo Line route through the end of the s as Soo Line worked to upgrade the quality of the track.
While track speeds eventually were increased to the maximum 79 MPH, Soo Line also removed large sections of second main track west of Milwaukee in favor of long sidings, which later became a detriment to adding additional Amtrak service between Milwaukee and the Twin Cities.
Citing a budget crunch, and in a move reminiscent of , Amtrak reduced the frequency of the Empire Builder on February 1 from daily to four times per week west of St. On the days that the Empire Builder does not operate, the Pioneer started by Amtrak in runs on its tri-weekly schedule between Chicago and Seattle via Omaha, Denver, Laramie, and Boise more or less on the ex-UP City of Portland route , creating one daily train between the endpoints of Chicago and Seattle.
These guides ride the Empire Builder from Edmonds to Shelby informing passengers about local history, flora, fauna, and geology of the route. Citing a continued shortfall of operating funds and operable equipment, Amtrak announces the discontinuance of tri-weekly Chicago-Seattle Pioneer May Amtrak immediately restores the Empire Builder to a daily operation over the entire route.
Empire Builder celebrates its 75th Anniversary, June 11 with celebrations along the entire length of the route. The Empire Builder regains its title as the most-patronized Amtrak long distance train with , riders, eclipsing the Coast Starlight.
The Bush administration proposes no funding for Amtrak. The grant was made to induce and aid construction of a railroad between Portland and some point to be selected by the grantees on the Central Pacific to serve the Willamette, Umqua, and Rogue River Valleys in Oregon, and the Sacramento and Shasta Valleys in California, and to be located as shown on maps made by the grantees and filed with the Secretary of the Interior.
The railroad was located and constructed, and, since its completion in , has been maintained and kept in use, in accordance with the contract. The aided portion is It is now called the Siskiyou Route.
Section 5 declares that the grantees shall keep 'said railroad' in repair and use; that it shall be 'a public highway' for the use of the United States; and that property and troops of the United States shall be transported over 'said road' at the cost, charge, and expense of the corporations or companies owning or operating 'the same', when so required by the government. Plainly the contract applies only to the land-aided railroad between Portland and Roseville; not to the haul between Portland and San Francisco, nor to that between Roseville and San Francisco.
The contract neither expresses nor implies any special undertaking by the carrier as to charges for government transportation be. Thus, as modified, the Act of requires plaintiff to furnish government transportation between points on and wholly via the land-grant railroad for one-half the charges applicable to like service for private parties.
And for government transportation between a point on the aided railroad and one on another line there is deducted from charges generally made one-half the percentage that aided mileage attributable to that service is of the total miles hauled.
The Cascade stretch was not completed until and, as shown by the findings, it is made up of branches extended during a number of years prior to little by little from Black Butte to Kirk to reach productive forest and agricultural areas.
See Diagram 1, following page. At its northerly end a short piece from Springfield Junction to Natron was completed in ; in that branch was built to Oakridge to serve timber areas on both sides of the Cascades and ultimately to be a part of a line connecting with the Central Pacific in Nevada or with the Union Pacific in eastern Oregon.
These systems re then under one control. About the same time———plaintiff built from Fernley, Nevada, a point on the Central Pacific, northwesterly to Westwood, California to serve industries there.
Union P. United States v. Union Pacific R. In , with the approval of the Interstate Commerce Commission, plaintiff completed the connection between Springfield Junction and Fernley to form a part of the through route between Portland, Salt Lake City, and points east.
Plaintiff has maintained the Siskiyou route, transporting a substantial and varied traffic and serving a large and important area. The Siskiyou route and the Cascade route are two separate and distinct routes or lines of railroad, necessary for adequate transportation service to the interested areas or territories traversed by such lines.
The stretch of railroad between Spring-field Junction and Black Butte via Siskiyou, all land-aided, is All land-aided mileage in that route continuously has been operated and maintained for the service of the public, including transportation of property and troops of the United States.
The stretch between the same points via Cascade, none of it land-aided, is It also carries through and local traffic. To illustrate how unreasonable and arbitrary it is to attribute that mileage to the aided railroad built, as required by the Act of , to open and develop the great valleys west of the mountains, let it be noted that except at and near the connecting points, Springfield Junction and Black Butte, these stretches serve widely separated territories of vast extent; the area between them is greater than that of the State of Massachusetts.
The mileage of the Siskiyou stretch is substantially the same as the distance between Washington and Pittsburg. Upon completion of the Siskiyou Route, plaintiff established through rates between Oregon and California points; in order to meet competition of water carriers, it was compelled to make rates between Portland and San Francisco lower than rates between intermediate points.
In , the Commission, upon plaintiff's showing of operating costs on the Siskiyou Route, found that the through rates were less than reasonable and granted authority to establish rates between the terminals lower than intermediate rates but so much higher than the competing water rates that plaintiff could not share in the business. The Commission thereafter reopened the case.
In order to show the reasonably compensatory nature of the lower through rates, plaintiff based its showing on the more favorable transportation conditions and substantially lower operating costs on the Cascade Route. Pursuant to the Commission's report and order of July, , the plaintiff revised its tariffs effective November 11, Much lower rates, to meet water competition, were established via the Cascade Route as to transportation of about 25 per cent of all articles that move between the cities of Portland and San Francisco.
During the period between completion of the Cascade Route and the effective date of the new rates, the through rates were the same via both routes. The aided mileage in the Siskiyou Route, The aided mileage in the Cascade Route is Charges for the shipments in question applicable via the Cascade Route, less The government did not expressly direct the shipments in question to be hauled over the Cascade Route but it did in fact choose to have them go that way.
It was plaintiff's duty to send them over the route on which the charges would be lower. The government refused to pay more than the lower rates applicable via Cascade minus the land-grant deduction of The findings compel the conclusions that the Cascade stretch between Springfield Junction and Black Butte was not built to better alignment or lessen grades of, add trackage to or otherwise improve, the landaided stretch via Siskiyou between the same points; that it was made up of branches and extensions constructed from time to time to develop productive areas, to serve local needs and, upon completion, to be a separate and distinct railroad between Springfield Junction and Black Butte, a part of which was also to serve as a section of the transcontinental route above referred to.
Clearly it is not a part of the railroad aided by the grant of It was not constructed to aid transportation on, or as a substitute for, any part of the aided railroad. The fact that it is used to haul government shipments like those in question does not suggest any failure of plaintiff fully to perform the land-grant contract to maintain and keep in use the aided railroad between Portland and Roseville. There is nothing in the grant, or in the circumstances under which it was made and complied with, that gives any support to the government's claim that, from the lower charges applicable to shipments by private parties via Cascade, it is entitled to deduct the higher land-grant percentage applicable to transportation via Siskiyou.
The opinion of the court of claims shows its judgment to have been reached on an assumption of fact that is not sustained by the findings or otherwise supported. It says: 'The method of settlement with plaintiff used by the General Accounting Office in this case has been consistently and uniformly followed by the defendant's accounting officers for more than fifty years in cases involving the same or similar questions.
There is no finding to that effect, but to support the statement the opinion continues: 'The principle was stated by the Second Comptroller of the Treasury in a decision April 17, , as follows: 'If a railroad have a line between two points, aided in whole or in part, and subsequently acquire a new line or lines nonaided between those same points, the accounts for Government transportation, when performed over the new line or lines, shall be stated in the same proportion of aided to nonaided miles as though the transportation were over the original line.
The decision referred to has not been reported or anywhere published. The passage above-quoted is one of two sentences excerpted from different parts of the document and together published, without more, as paragraph , Vol.
To give weight to the Second Comptroller's dictum and justify its application to this case, the lower court adds: 'This rule as stated has been uniformly observed in the settlement of accounts for government transportation of property and troops of the United States, and has been applied in settlement of accounts for transportation rendered the Government where through service has been rendered by a shorter line substituted in whole or in part for the longer aided and original line.
See stipulations of the parties in United States v. Northern Pacific Ry. This long established rule has been acquiesced in by land-grant railroads generally and was acquiesced in by this plaintiff during the period between the completion of its Cascade line in to when its accounts against the Government for the transportation of Government property were settled in this manner. It was not until the shipments involved in this suit were moved that plaintiff made protest against the position of the Government.
We do not regard the fact the rates between San Francisco and Portland were the same over both routes between and 31 as material or altering in any way the principle involved. The opinion states that the rule, said to have been established by administrative practice, has been applied to transportation rendered by a 'shorter line substituted in whole or in part for the longer aided and original line.
It was not substituted for or used in lieu of the Siskiyou Route. It was chosen by or for the government because applicable charges, whatever the basis of calculation of land grant deductions, were less than those for like transportation via the other stretch. The cited stipulation between the Northern Pacific Railway and the United States cannot here be made to serve in lieu of special findings of fact. That case makes strongly in favor of plaintiff here, for the findings of the court of claims show that no part of the original aided railroad had been abandoned as to the traffic in question or otherwise.
The lower court's statement that, from the completion of the Cascade stretch in until the shipments here involved, plaintiff acquiesced in the rule adopted by the court is not supported by the findings. But, even if warranted, it is without significance for the question presented in this case did not and could not arise while the rates applicable between Portland and San Francisco were the same. The court of claims failed to find as fact that the government followed, or the carriers accepted as sound, the dictum excerpted by Kern from the decision of the Second Comptroller of April 17, To supply the omission, the government cites in its brief, without adequate statement of the facts or explanation, all administrative rulings and judicial decisions it deems to have any bearing on the question now before us.
The former are referred to in footnote 10 of this Court's opinion. At that time, the Central Pacific had three lines between Sacramento and San ancisco. They are indicated on Diagram 2, following page. Route 1, via Brighton, Tracy and Niles was the original railroad, miles, of which were bond-aided.
Route 2 via Davis and Port Costa, 90 miles, had no aided mileage. Route 3 via Brighton, Tracy, and Port Costa was miles, of which 63 belonged to the bond-aided stretch in Route 1.
The bonds in aid were given under the Act of July 1, , 12 Stat. See also amendatory Acts of July 2, , 13 Stat. Section 6 declares that the aid grants are made on condition that the company shall keep the railroad in repair and use, transport troops and property of the government 'at fair and reasonable rates of compensation, not to exceed the amounts paid by private parties for the same kind of service,' and that all compensation for that transportation shall be applied to the payment of the bonds.
For a time immediately preceding the Second Comptroller's decision, the government stated the accounts of the company as though all shipments had been hauled over Route 1. The railroad maintained that payment should be made in accordance with the bond-aided mileage in the route used.
Thus arose the issue decided. The bond-aid contract had been construed to require the Treasury to retain the compensation for government transportation over bond-aided mileage and to apply it in payment of the bonds. Kansas Pac. Railway Co. Central Pacific R. These cases definitely established that compensation for government transportation over nonaided extensions of the aided railroads should not be withheld or applied to pay the bond debt.
But the Sec. He found that accounting officers were required by the Act to determine whether the rates are 'fair and reasonable' and stated the problem thus: 'Given a certain state of facts, what is the service rendered by the railroad, and what is a fair and reasonable compensation therefor? Arapahoe County Strasburg. Comanche Crossing At this site on August 15, , the last spike was driven into the first continuous transcontinental railroad.
Archuleta County Cumbres Pass. Boulder County Eldora. Chaffee County St. Clear Creek County Georgetown. Conejos County Antonito. Costilla County Blanca. Custer County Westcliffe. Douglas County Castle Rock. El Paso County Calhan. Fremont County Florence. Gilpin County Eldora. Grand County Winter Park. Gunnison County Crested Butte.
Huerfano County La Veta. Jefferson County Arvada. La Plata County Durango. Durango-Silverton Narrow Gauge Railroad The narrow gauge rail line, constructed between and , connected the rich silver mines of the Silverton mining district with the smelters in Durango. Larimer County Laporte. Logan County Sterling. Sterling Union Pacific Railroad Depot The building exhibits the Romanesque Revival style resulting in an impressive depot in keeping with the importance of Sterling on the Union Pacific system.
Mesa County Grand Junction. Mineral County Creede. Wagon Wheel Gap Railroad Station First established as a resort community, the Denver and Rio Grande Railroad reached the area in with its narrow gauge tracks and constructed the wood frame depot.
The line formed an important transportation link for moving ores to processing centers and supplying the high mountain community with the necessities and comforts of life. The branch railroad played a significant role in the commercial and industrial development of northeastern Colorado.
The rail line transported sandstone and limestone from quarries west of Fort Collins to building sites and sugar factories in Larimer Coun. Completed in , this relatively small depot appears grand and sophisticated with its classical lines and details in the tradition of the Romanesque Revival style.
The building exhibits the Romanesque Revival style resulting in an impressive depot in keeping with the importance of Sterling on the Union Pacific system.
Designed by Henry J. Schlack and constructed in by the William Simpson Construction Company, this two-story brick depot, with terra cotta detailing, features elements of the Italian Renaissance.
The Although the complete rail line dates to , the conversion of the branch from narrow to standard gauge dates from First established as a resort community, the Denver and Rio Grande Railroad reached the area in with its narrow gauge tracks and constructed the wood frame depot. Bridge No. The Mission Revival style depot provided both passenger and freight services at this important rail junction. The site contains the six-stall stone roundhouse, the I-plan two-story brick hotel, and the one-story frame depot.
The roundhouse and depot date to circa and the hotel to The circa depot, with Stick style architectural detailing, is a small well-preserved example of a wood frame combination depot. Designed to handle passengers and freight, it remained in active use until Serving both as a freight and passenger depot, the Manzanola facility coordinated shipments to and from local merchants and producers. In , the Colorado Midland Railroad and the Denver and Rio Grande Railroad raced to be the first to stretch their rail lines to the mining town of Aspen.
The Mission Revival style building was a combination-type depot, handling both passengers and freight. Designed to handle both passengers and freight, the Santa Fe Railroad constructed this combination depot in The circa Richardsonian Romanesque Revival style depot was designed by the Chicago architectural firm of Sprague and Newell.
It is constructed of heavy rock faced red sandstone. The tank provided water for countless steam locomotives from its construction in until the end of steam locomotive operations in The railroad constructed the sturdy two story brick depot in to serve growing freight and passenger traffic. The tank provided water for a vast number of steam locomotives traveling the pass from its construction in through the closing of the line in
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