Great Northern Railway (U.S.)

A Great Northern H class pacific with a Belpaire firebox. Belpaire fireboxes were rare in the US, but the Pennsylvania and Great Northern both had locomotives featuring them in significant numbers. They were mostly manufactured by or to Baldwin specifications. (1914)

Great Northern boxcabs exiting the Cascade Tunnel.

Great Northern brakeman checks train from caboose.

The mainline began at Saint Paul, Minnesota, heading west along the Mississippi River bluffs, crossing the river to Minneapolis on a massive multi-piered stone arch bridge just below the Saint Anthony Falls. The bridge ceased to be used as a railroad bridge in 1978, becoming a pedestrian river crossing with excellent views of the falls and of the lock system. The mainline headed northwest from the Twin Cities, across North Dakota and eastern Montana. The line then crossed the Rocky Mountains at Marias Pass. It then followed the Flathead River and then Kootenai River to Bonners Ferry, Idaho, south to Sandpoint, Idaho, west to Newport, Washington, and then to Spokane, Washington. The company town and extensive railroad facility of Hillyard, Washington was named after James J. Hill and briefly manufactured the R Class 2-8-8-2 around 1927 which was the largest steam locomotive in the world at the time.[10] From there the mainline crossed the Cascade Mountains through the Cascade Tunnel under Stevens Pass, reaching Seattle, Washington, in 1893, with the driving of the last spike at Scenic, Washington, on January 6, 1893. The Great Northern electrified Steven's Pass and briefly owned the electric Spokane and Inland Empire Railway. The deadliest avalanche in US history swept two Great Northern trains off the tracks at Wellington, Washington by the Cascade Tunnel killing 96 people.

The mainline west of Marias Pass has been relocated twice. The original route over Haskell Pass, via Kalispell and Marion, Montana, was replaced in 1904 by a more circuitous but flatter route via Whitefish and Eureka, joining the Kootenai River at Rexford, Montana. A further reroute was necessitated by the construction of the Libby Dam on the Kootenai River in the late 1960s. The United States Army Corps of Engineers built a new route through the Salish Mountains, including the 7-mile-long (11 km) Flathead Tunnel, second-longest in the United States, to relocate the tracks away from the Kootenai River. This route opened in 1970. The surviving portions of the older routes (from Columbia Falls to Kalispell and Stryker to Eureka), are operated by Watco as the Mission Mountain Railroad.

The Great Northern mainline crossed the continental divide through Marias Pass, the lowest crossing of the Rockies south of the Canada–US border. Here, the mainline forms the southern border of Glacier National Park, which the GN promoted heavily as a tourist attraction. GN constructed stations at East Glacier and West Glacier entries to the park, stone and timber lodges at the entries, and other inns and lodges throughout the Park. Many of the structures have been listed on the National Register of Historic Places due to unique construction, location, and the beauty of the surrounding regions.

In 1931, the GN also developed the "Inside Gateway", a route to California that rivaled the Southern Pacific Railroad's route between Oregon and California. The GN route was further inland than the SP route and ran south from the Columbia River in Oregon. The GN connected with the Western Pacific at Bieber, California; the Western Pacific connected with the Atchison, Topeka, and Santa Fe in Stockton, California, and together the three railroads (GN, WP, and ATSF) competed with Southern Pacific for traffic between California and the Pacific Northwest. With a terminus at Superior, Wisconsin, the Great Northern was able to provide transportation from the Pacific to the Atlantic by taking advantage of the shorter distance to Duluth from the ocean, as compared to Chicago.

A 1909 ad aimed at settlers, from a St. Paul newspaper

The Great Northern energetically promoted settlement along its lines in North Dakota and Montana, especially by Germans and Scandinavians from Europe. The Great Northern bought its lands from the federal government – it received no land grants – and resold them to farmers one by one. It operated agencies in Germany and Scandinavia that promoted its lands, and brought families over at low cost, building special colonist cars to transport immigrant families. The rapidly increasing settlement in North Dakota's Red River Valley along the Minnesota border between 1871 and 1890 was a major example of large-scale "bonanza" farming.[11][12][13]

The Big Sky Blue Empire Builder with an SDP45 in the lead. (1970)[14]

During World War II, the Army moved its Military Railway Service (MRS) headquarters to Fort Snelling, Minnesota. The MRS worked collaboratively with commercial railroading in the U.S. The Great Northern sponsored the 704th Grand Railroad Division. It was the second Grand Division that the Army stood up. The Great Northern also sponsored the 732nd Railroad Operating Battalion (ROB). They were one of two spearhead ROBs. The 732nd operated in support of the Patton's 3rd Armored Division crossing into Germany with them. The Officers of the 732nd were all previous employees of the Great Northern.

On March 2, 1970, the Great Northern, together with the Northern Pacific Railway, the Chicago, Burlington and Quincy Railroad and the Spokane, Portland and Seattle Railway, merged to form the Burlington Northern Railroad.[15] The BN operated until 1996 when it merged with the Atchison, Topeka and Santa Fe Railway to form the Burlington Northern and Santa Fe Railway.

• Alexandrian: St. Paul–Fargo
• Badger Express: St. Paul-Superior/Duluth (later renamed Badger)
• Cascadian: Seattle–Spokane (1909-1959)
• Dakotan: St. Paul-Minot
• Eastern Express: Seattle-St. Paul (1903–1906) (replaced by Fast Mail in 1906)[16]
• Empire Builder: Chicago-Seattle/Portland (1929–present)
• Fast Mail No. 27: St. Paul–Seattle (1906–1910) (renamed The Oregonian in 1910)[16]
• Glacier Park Limited: St. Paul–Seattle (1915-1929) (replaced by Empire Builder in 1929)[16]
• Gopher: St. Paul-Superior/Duluth
• Great Northern Express: (1909–1918) Kansas City-Seattle[17][18]
• International: Seattle-Vancouver, B.C.
• Oregonian : St. Paul–Seattle (1910–1915) (replaced by Glacier Park Limited in 1915)[16]
• Oriental Limited : Chicago-St. Paul-Seattle (replaced by Western Star in 1951)
• Puget Sound Express: St. Paul-Seattle (1903–1906) (replaced by Fast Mail in 1906)[16]
• Red River Limited: Grand Forks-St. Paul (later renamed Red River)
• Seattle Express[19]
• Southeast Express: (1909–1918) Seattle-Kansas City[17][20]
• Western Star : Chicago-St. Paul-Seattle-Portland
• Winnipeg Limited: St. Paul-Winnipeg

• EMD SD45 #400 "Hustle Muscle"

In addition to the Stone Arch Bridge, parts of the railway have been turned into pedestrian and bicycle trails. In Minnesota, the Cedar Lake Trail is built in areas that were formerly railroad yards for the Great Northern Railway and the Minneapolis and St. Louis Railway. Also in Minnesota, the Dakota Rail Trail is built on 26.5 miles of the railroad right-of-way. In Kalispell Montana there are several sections of rails to trails, one, the farthest west, starts in Kila, MT, and goes to Kalispell Montana. This section of rail way was taken out in the early 1900s. Further west, the Iron Goat Trail in Washington follows the late 19th-century route of the Great Northern Railway through the Cascades and gets its name from the railway's logo.[23][24] The Spokane and Inland Empire Railroad that James J. Hill purchased in 1929 became a bicycle path between Spokane, Wa and Coeur d'Alene, Id. and Spokane, Wa. and Pullman, Wa.