The Seattle post-intelligencer. [volume] (Seattle, Wash. Terr. [Wash.]) 1888-1914, 1891-01-01

Rocky mountains to Seattle. and backed
up its assertions by unmistakable evidences
OF its good faith and its ability to carry out
its project.
On the morning of March 8, 1890, the
PosT-lNrELLfGEscER contained the an
nouncement that the Great Northern rail-
road had definitely decided to seek an out
let to Puget sound, and to make Seattle
its chief western terminus. The state
ment was made upon authority of Vice
President Clough and Chief Engineer
Becker, of the Great Northern. and was
confirmed by the action of those officials
in asking for right-of-way on Railroad
avenue, and in securing terminal grounds
at Smiths cove and on the tide dats in the
southern portion of the city. The vice
president and chief engineer had come to
Puget sound with instructions to seek and
locate terminal point that would COM
bine perfect facilities for an ocean outlet
and commercial inducements of sub
stantial nature. The officials were for
some time examining into the situation on
Puget sound, and they finally located
upon Seattle as the most advantageous
point at which to locate the terminal. 1t
is not necessary TO discuss the reasons
which were instrumental in bringing about
this conclusion. They will commend
themselves to everyone acquainted with
the situation.
The hrst move of the Great Northern
officials was to organize local corporation
in Seattle, with capital stock of $1,000
600, apd to ask the city council for sixty
feet right-of-way, sufficient TO construct
and operate four tracks on Railroad ave-
nue.. The officers OF the corporation,
known as the Seattle & Montana Railroad
Company, were: President, d. III. Gil
man; vice president and treasurer, z. o..
Graves; secretary and auditor, w. f..
Thornell general solicitor, Thomas Burke !;
trustees, D. Fl. Gilman, Thomas Burke, E.
Q. Graves, w. 4. Bailey, w. r. Thornell.
The object of formation of the corporation
was to take advantage of the provisions of
the state statutes, which do not allow a
foreign corporation to secure right-of-way
by condemnation, and, doubtless, TO enlist
local interest and favor in the new corpora
ton. The council speedily granted the
right-of-way and preparations for the con-
struction of the road were carried on Wig
orously, and, so far as compatible with
prudence and ordinarily good business
policy, in an open and public manner-in
marked distinction to the policy of mac
tivity, hesitation and vacillation that had
characterize the movements of other roads.
The hrst line projected by the Seattle &
Montana was a transverse road running
from Seattle north 10 connection with the
Fairhaven & Southern, and thence on to
British Columbia, connecting with the
Canadian Pacific at New Westminster.
The other route was east from Seattle over
the Cascades, across the Big Bend country,
past Spokane Falls and over the Rocky
mountains TO Fort Assinaboine, in Mon
tana, where the main line would be
reached and connection effected between
Seattle and st. Paul. Surveying parties
were placed Immediately in the held, the
route from Seattle north was quickly loca-
ted, and in July the Seattle & Montana let
to Shepard, Henry d Co., the con-
tract for construction from Seattle eighty
one miles north to junction with the Fair
haven & Southern at a point six miles
north of the Skagit river. The Great
Northern had meantime acquired posses
sion Of the Fairhaven g. Southern, which
was under contract to be constructed from
Fairhayen to New Westminster. Work
was therefore going on all along the line
from Seattle to New Westminster, dis
tance of 146 miles.