Nebraska Railroad Sites

Big Boy No.4014 visiting Omaha, Nebraska. It is steamed up not a static display.

This past August I took a roadtrip to Omaha, Nebraska for the American Philatelic Society’s annual StampShow. While on this trip I took in some interesting railroad history and sites. Omaha is the headquarters of the Union Pacific Railroad.

During the show their recently restored steam engine 4014 “Big Boy” made a stop over. This engine is the largest of its kind. In service from 1941 until the late 1950s it and others in the fleet hauled freight and passengers across the United States. Union Pacific is very proud of its history. They were one of the railroads that met at Promontory, Utah on May 10, 1869 completing the first transcontinental railroad in the Americas.

“Big Boy” is touring all over the Western United States to celebrate the 150th anniversary of the transcontinental railroad.

View of Bailey Yard from the tower. Camera could not capture entire yard

On the way westward from Omaha on my way home I stopped at North Platte situated along the main line of the Union Pacific. There I went to the visitor center which is the Golden Spike Tower. From here you can view and tour the Union Pacific’s Bailey Yard.

Golden Spike Tower which now the visitor center.

This is the world’s largest railroad classification yard per the Guinness Book of Records, 1995 and still is today. Here they sort, service and repair locomotives and rail cars headed to destinations throughout North American. It is named after a former Union Pacific president, Edd H. Bailey. This yard and its workings are featured on “Freight Trains” an episode of the History Channel’s Modern Marvels. YouTube has these videos available just search “Modern Marvels”.

Bailey Yard is located halfway between Denver and Omaha. It covers 2,850 acres (4.45 sq.mi.)and is over 8 miles in length. The yard has 200 separate tracks totalling 315 miles. Union Pacific employs more than 2,600 people in North Platte. About 140 trains and over 14,000 railroad cars pass through the yard daily. Almost all operations are computer controlled right down to the braking of the cars as they are sent down the east or the west hump to be made up into various trains. Gravity takes over as the cars are pushed down the humps but computer-controlled braking on the track controls their speed and switches them to the appropriate track.

The yard includes locomotive fueling and servicing centers called eastbound run and westbound run. Some 8,500 locomotives are serviced here monthly, and the repair shop handles 750 locomotives monthly.

This facility truly is a modern marvel.

Further reading:

Big Boy Locomotives – Wikipedia

Union Pacific Bailey Yard – Wikipedia

Note: All photos by the author.

Transcontinental Railroad: 150th Anniversary

Late April and early May saw a roadtrip to San Francisco to attend Westpex 2019 a national level stamp show held yearly. I use these trips to site-see along the way. I’m always looking for historical sites to take in.

Instead of taking a cross-country shortcut I elected to go south almost to Salt Lake City and go to the Golden Spike National Historic site.

The site is located thirty-two miles west of Brigham City, Utah just north of Salt Lake City. The interpretative center stands next to the original rail line and the actual location of the last spike. There are two exact replica locomotives at the site. They are both operational and depending on the time of year do run outs on the line. When not fired up they are in a shed where they can be viewed. Knowledgeable staff are available both in the main center and the locomotive shed.

Jupiter in the locomotive shed. To the left is No. 119

The two locomotives are the Central Pacific’s Jupiter and the Union Pacific’s No. 119. Central Pacific laid track from Sacramento, California through the Sierras to arrive at Promontory. Their locomotive the Jupiter is wood burning as is the replica. Union Pacific had track to Council Bluffs, Iowa but no bridge across the Missouri River so they started laying track from Omaha, Nebraska across the river from Council Bluffs and began building a rail bridge at the same time. Until the bride was completed they barged construction supplies across the river. Their locomotive, No. 119 burned coal as does the replica today.

If you’re interested in railroads and their history I highly recommend a visit. It’s a short drive off the Interstates either I-15 or I-84 depending on which direction you are driving from. Details can be found on the National Park website,

Golden Spike Historic Site

According to the website it is open year round 9 am to 5 pm except for major holidays. Locomotive demonstrations are only during the summer months. Unfortunately I was there in late April but did get to see them up close in their shed. Staff were very knowledgeable and helpful. The gift shop had lots of excellent books and souvenirs.

Note: All photos by the author.

Alberta and the 1918 Influenza Pandemic, Part 1

Author’s Note: This is an important and large topic. For this reason I am presenting it in two parts.

Camp Funston military base in Kansas where first case documented in March 1918. Photo: original US Military now Public Domain

The misery of the Great War ended at the eleventh hour on the eleventh day of November 1918. Soldiers from Alberta trickled home with the last of them returning by late 1919. These servicemen wanted to come home and pick up their lives where they left off, but nature had other plans.

If you tour older cemeteries in Alberta you will notice in the period from 1918 to 1920 many graves are of young persons. Once you realize this was the time of the great influenza pandemic, these names shout out the impact to the reader of the inscriptions on the silent stones.

In the summer of 1918 influenza ravaged the world with the Spanish Flu. The society of 1918 had no vaccines for influenza, or any other disease for that matter. Influenza is incurable even in the 21st century. The impact on the Province of Alberta and the world was unimaginable. An estimated 20 to 40 million people died of the Spanish Flu worldwide. People could be healthy in the morning, sick by noon, and deceased by evening.

Health officials named this strain the “Spanish” Flu, not because it originated in that country, but because Spain was neutral during the period 1914 to 1918; better statistics and reports emanated from that country due to lack of censorship. Other countries repressed the true extent of the pandemic to maintain morale during wartime. More people died from the flu than soldiers killed in the war.

Symptoms included, severe headache, high fever; chills, aches, and pains in the back and limbs. The flu caused severe problems breathing because it attacked the lungs. Those who didn’t perish in the first few days died later of complications such as pneumonia. Persons between the ages of 20 and 40 were the most susceptible and the majority of the deaths occurred in this age group. To this day no one knows the reason for this.

In the early 1990’s Canadian scientists located several 1918 flu victims buried in a permafrost cemetery in Norway. Bits of viral RNA from their preserved flesh enabled scientists to reconstruct the virus. Scientists in a Winnipeg lab used tissues from First World War soldiers to restore the virus. All this research occurred in high security medical labs. The goal is to find a vaccine. So far they have been unsuccessful.

Influenza, like the common cold, has no known cure. Advice given by health authorities of the era included, wearing of masks to prevent the spread of the disease. Avoiding public gatherings, and public places like theatres and schools was encouraged. Health officials recommended patients drink lots of water, limit exposure to cold, and get lots of fresh air.

The Spanish Flu came in two distinct waves, first in the summer of 1918, and then the spring of 1919. Remarkably it disappeared as fast as it arrived.

Unknown to them, Canadian soldiers returning home brought the flu virus with them. By the end of the pandemic, an estimated 50,000 Canadians were dead out of a population of about 1,500,00 persons. Some smaller villages were almost wiped out. Alberta had a population of about 500,000 in 1918, over 4,300 Albertans died from the flu. In the United States 675,000 people died from the flu out of a population of around 7,000,000.

The flu terrified the populace of Alberta and the rest of Canada. Almost everyone who went outdoors wore a face mask. In fact on October 25, 1918 the government of Alberta ordered all citizens to wear a mask when they left their homes. Closed communities, like remote villages, were most vulnerable.

Alberta farmers wearing masks. Photo: Public Domain

Aboriginal communities were some of the hardest hit. The flu decimated the First Nation populations. Their settlements were small and close-knit enabling rapid spread of the disease. Many of them had not been previously exposed to influenza and thus were vulnerable. Medical care did not exist in the settlements, often they were left alone to suffer the ravages.

In Alberta gatherings of more than six people were banned. It was a criminal offence to shake hands. Public areas were closed. These included schools, theatres and any other public buildings or facilities. Throughout Canada hearses filled the streets. Hospitals were overflowing and doctors did not know what to do.

People tried everything and anything to defeat the flu. Some of the more exotic cures were smoked herrings worn around the neck, drinking alcohol, eating garlic, raw onions, drinking mixtures of hot milk, ginger and black pepper. Quarantine was implemented to no avail.

Antibiotics were not available to fight the secondary bacterial pneumonia. This compounded the impact of the flu and many deaths were from complications such as pneumonia.

The reason the Spanish Flu caused rapid death has only recently been explained. It seems this strain of influenza filled the lung tissue with liquid preventing oxygen from reaching the rest of the body.

The question for scientists is, could this happen today? The answer seems to be a resounding yes. Science today has technology to develop vaccines for various strains of influenza, but to date they have been unsuccessful in finding a vaccine for the Spanish Flu virus of 1918-1919. Might this virus reappear? There is no reason to think it could not.

Society in 2010 has several advantages over the society of 1918, better hygiene, and the ability, perhaps, to create a specific vaccine for the virus. In addition we have better medical technology and facilities. Lastly, antibiotics are available to battle bacterial complications such as pneumonia.

The impact to Alberta and society in general would be significant. People would still get sick, but it should be possible to minimize fatalities. Health authorities in Alberta and worldwide must remain vigilant.

Further Reading

Wikipedia – Pandemic Influenza History

Alberta in the 20^th Century, Volume Four: The Great War and Its Consequences, Chapter Two by Stephani Keer, pp326-341, CanMedia Inc., 1995

Flu: The Story of the Great Influenza Pandemic of 1918, Gina Kolata, Simon & Shuster, New York, 1999

CBC News Online, 1918 Flu Epidemic, Dan Bjarnason and Robin Rowland, January 16, 2007

Pandemic, The Canadian Encyclopedia, Historica Foundation of Canada, 2009

A City Faces an Epidemic, McGinnis, J.P. Dickin, Alberta History, 24, No.4 (Autumn 1976, p.1-11

Alberta Formed, Alberta Transformed, Vol.2, 1919: A Year of Extraordinary Difficulty, Bright, David, University of Alberta Press, 2006

 

German Sabotage in WW I: Vanceboro railway bridge bombing

L. railway bridge at time, R. Werner Horn and Deputy Ross (on right)

At 1:10 am on the morning of February 2, 1915 a bomb exploded on the Vanceboro railway bridge between the United States and Canada. It shattered most of the windows in structures in the Town of Vanceboro, Maine and St. Croix, New Brunswick.

Where is Vanceboro you may ask and what was its importance? The Town of Vanceboro is located at the headwaters of the St. Croix River which forms the boundary between the State of Maine, USA and the Province of New Brunswick, Canada. It is 111 miles northeast of Bangor, Maine. Originally a logging camp and trading post established in 1871, Vanceboro incorporated as a town on March 4, 1874. Today it’s at the eastern end of Maine Route 6 and has 24 hour customs stations (Canadian and American) to manage the international border crossing. In the late 1800s and early 1900s the town was quite prosperous with railway, lumbering, hunting and fishing being prime employers. There were also industries, a tannery, a wooden ware company. The railway was key as it provided the link to the outside world. The population of 147 as of the 2000 census is small compared to those glory days.

The railway bridge crosses the St. Croix River, the boundary between Canada and the United States. This was an iron railway bridge measuring about 100 feet in length. The opening ceremony in 1871 of the railway line and bridge between Canada and the United States was attended by Governer-General of Canada Lord Lisgar and the President of the United States Ulysses S. Grant.

At the time the Canadian Pacific Railway operated the main link between Saint John, New Brunswick (an ice free port) on the Atlantic Ocean and Montreal and Quebec City. This link was the shortest route connecting the Atlantic port of Saint John to Montreal or Quebec City on the St. Lawrence River. During the winter months it was especially important as the St. Lawrence was usually frozen and didn’t allow shipping access to Montreal or Quebec City.

The United States was neutral during the First World War from 1914 until they entered the war in late 1917. Under the Neutrality Act it was illegal for the railroad to carry war materials or troops through the United States and across this bridge. However, the Maine Central Railroad operator of the line allowed Canadian Pacific to do this. The German embassy in Washington, DC became aware of this practice and protested loudly to no avail. For this reason they wanted the bridge destroyed to cut the link.

When war broke out in 1914 the Germans had staffed the embassy with several spies. The goal was to disrupt port shipments from the US to Britain and its allies. The military attaché at the embassy was Captain Franz von Papen who was in effect the chief spymaster. He directed propaganda and acts of sabotage on American soil during the war.

Werner Horn, a German reserve lieutenant, was not in Germany when war broke out in 1914. He managed a coffee plantation in Moka, Guatemala. He tried twice to return to Germany but both times could get no further than New York City. The British blockade of North Sea ports prevented sailings to Germany. While Horn was in New York City Captain von Papen recruited him to destroy the Vanceboro bridge and thereby stop the trains. He paid Horn $700 US to carry out the attack and provided the explosives.

Horn arrived in Vanceboro December 31, 1914 and stayed at the Exchange Hotel. He was seen hiding the suitcase of explosives in a wood pile outdoors and also scouting out the bridge. At least three Vanceboro residents reported Horn’s suspicious behaviour to the American immigration inspector. He then interviewed Horn at the hotel.  Horn assured him he was a Danish farmer looking to buy land in the area. Horn spent the next few days keeping a low profile and watching the rail line to try to determine the schedule of trains.

February 1, 1915 Horn checked out of the hotel saying he had a train to catch that evening. He went to the bridge sometime after midnight. Horn positioned the suitcase full of explosives on the Canadian side of the bridge. Interrupted by an approaching train he had to reposition the suitcase but again was interrupted. Finally after he was sure the trains had passed he positioned the explosives on a girder. Horn shortened the fuse from 50 minutes to about 3 minutes. Lighting the fuse with a cigar he worked his way back to the hotel through gale force winds and -30 F temperatures. At 1:10 am on the morning of February 2, 1915 the bomb exploded shattering windows in Vanceboro and St. Croix. This woke all the residents who were also now exposed to the frigid winter air.

Horn’s hands were frostbitten. The hotel owner helped him and allowed him to check back in for the night. After the explosion the owner became suspicious and informed the CPR. They closed the bridge and rerouted trains. Inspection was done the next morning. Some beams on the bridge were twisted or bent but otherwise damage was minor. The bridge was out of service for only a few days.

Vanceboro Deputy Sheriff George Ross and two Canadian police officers from McAdam, who crossed the border to help, detained Horn at the hotel.  Horn had changed into is German army uniform to avoid being arrested as a spy. He then surrendered to American authorities. The explosion took place on the Canadian side of the bridge so the Americans could only charge him with mischief at first for breaking windows in Vanceboro.

He was moved to jail in Machias, Maine. Canadian authorities began extradition proceedings. At Machias he was interrogated and signed a confession with a statement-of-facts detailing his act of sabotage.

A federal grand jury in Boston indicted him on March 2, 1915 for transporting explosives on a common carrier (passenger train). This was the most serious charge the US could try him on since the explosion was on the Canadian side of the border. Horn received a sentence of 18 months at the Atlanta Federal Penitentiary in Georgia.

After he served his sentence he was extradited to Canada in October 1919. Canada tried him for the sabotage and bombing in Court of Queen’s Bench of New Brunswick at Fredericton. Horn was found guilty and sentenced to 10 years at Dorchester Penitentiary in New Brunswick. Canadian prison authorities assessed Horn to be insane in July 1921. He was then released and deported to Germany.

Author’s note:
I’ve visited Vanceboro on a couple of occasions. My grandfather operated a taxidermy shop there during the 1920s and 30s in the old tannery. Vanceboro is a quaint little town with a fascinating history and great location. The railroad is not the mainline anymore and it’s not on the main highway. Vanceboro’s website claims it’s “not quite the end of the earth, but occasionally the end can be seen from town.”

Vanceboro today looking north. Railroad bridge is in foreground. Original bridge replaced with new one many years ago. Border crossing is where road crosses river at top. USA on left of river and Canada to the right.

Further reading
Wikipedia, Vanceboro Railway Bombing