The Helena independent. [volume] (Helena, Mont.) 1875-1943, 1891-05-10
helena AND THE RAILROADS.

Tar as it affects Helena IN order more
clearly to illustrate what might be called
the strategic strength of her position we
publish on the eleventh page an outline
map Of accurate proportions which gives
at a glance the routes likely to be fol
lowed and which we predict the future
will verify.
We assume that the Burlington will
follow the lines which rumor assigns to
it, and that the Northwestern will not
pass within striking distance without
pushing in the snort branch necessary
to enable it to reach the National Park
and the richness of Montana. The
route through the Wind river district
and down the Madison valley offers easy,
grade and good local business posi-
bilities.
The obvious impossibility of handling
the prospective large lumber traffic be-
tween the Flathead and Helena and
Butte Ito say nothing of passenger and
other b~usiness) by the way of Assina-
beine, will necessitate the early con
%struction of a cutoff direct from De-
mersville to the other cities named.
There are strong ments favoring
the occupation by the same company of
the rich judith basin by the cutoff
from the mouth of Milk river to Helena,
offering with a double daily through
passenger service the opportunity of
running one train via Assinaboine and
the other through Helena. With this
work completed the position OF the
Great Northern in Montana would be
unassaAable. 1t would have the most
direct route between Helena and Butte,
between the Flathead valley and Helena,
between Helena, Great Falls and Ben
ton, and be absolute in the judith
basin.
If thetNorthern Pacific carried out it's
announced intention of building from
Livingston to Castle it would virtually
pbdcate as a local factor, yielding to
the Burlington the Musselshell valley
and the traffic between Helena and
Castle.
The same length of line required to
reach Castle from Livingston, if placed
between Helena and Castle, would go
Tar towards the completion of a short
cut which would save 40 miles IN its
through haul. 1t is difficult to believe
that the company will not seek an ad-
Vantage SO great.
It is rumored that the Northern Pa
aiic has acquired a proprietary interestin
Che Great Falls and Canada, which will
tesnlt in the gauge being widened and
connection made by a line along the
Missouri river with Helena. This
woula be a valuable acquisition to the
larger road and the only salvation of the
Great Falls & Canada, which is now
bottled up at the Falls city, with moth
ing in the present and otherwise no
hope for the future.
We Indicate the line from Dillon to
Helena with confidence that the Union
Pacific will assuredly build at an early
day. This corporation, we think, is
committing a grave error in expanding
all it's energies in reaching the stumpy
boom towns of Washington to the neg
lect of a territory much more prolific Of
business.
This demonstration we are convinced
must inspire all friends of Helena with
the liveliest hopes of her future great
ness and convince them that the prize
of being made the great distributing
point for a section Of country meal
culably rich is hers by force of circum-
stances SO strong as to be almost an
avoidable.
1t will not do, however, to trust alto
gether to natural position, or to sit with
open mouths waiting for the ripe fruit
to drop. Energy and enterprise have a
great drawing power. While much may
be left tc the ambitions Of the different
systems and TO their contention for al
yantages the interests of Helena could
be advanced by organization. Local
corporations should be formed to build
along feasible routes, preliminary sur
veys procured and statistics collected
with a view Of placing the schemes in
proper light before railroad capitalists.
One road can be skillfully played against
another so as to arouse jealousy and
consequent activity.
Why wait? Why not 90 to work at
once?