The following is a resume covering the Northern Pacific Signal Department from its origin to the pres=
ent
time.
This Department w=
as
formally organized in 1909. =
Prior
to this time, the little signaling that was in existence was under the con=
trol
of the Maintenance-of-Way Department and consisted mainly of interlocking
plants at crossings of the Northern Pacific and other railroads. These plants were principally of =
the old
mechanical type of rather
primitive construction. In m=
ost
instances, each plant was built and owned by the junior road. These early
plants were mostly isolated installations, built principally for protectio=
n of
the crossing,
In addition to th=
e above
mentioned interlocking plants, there were two short installations of autom=
atic
block signals between
In 1909 an all-el=
ectric
interlocking plant was installed at
the Mississippi Street Yard in
In 1909 it was pr=
oposed
to construct an interlocking plant to protect our double track main line a=
nd
the Hinckley Branch of the Great Northern at
To protect the si=
ngle
track gauntlet bridge over the
In 1910, automati=
c block
signals of the "Hall K" top post type were installed on the doub=
le track
line between
In 1910, the doub=
le
track line between Northtown and
In 1910, General =
Railway
Signal Company Style 2A top of mast signals were installed on the double t=
rack
between Garrison and
In 1910, the doub=
le
track line from Staples to near Dilworth was likewise signaled with the sa=
me
type of signal, i.e. the General Railway Signal Company Style 2A top of ma=
st
signal.
In 1910, <=
span
style=3D'mso-bidi-font-weight:bold'>a few signals were installed on=
the
line to
At this same time=
, the
first signals on single track were installed between Laurel and Livingston,
using the over-lap system of control. This system had the disadvantage tha=
t the
same distance had to be maintained between following trains in the same
direction as had to be maintained for opposing trains, but protection was
provided, however, thus making a start for signaling on single track.
It should be ment=
ioned
at this point that the signal programs, just previously enumerated, caused
changes at a number of foreign owned interlocking plants; due to the fact =
that
the Northern Pacific desired to have continuous automatic signal protection
through these plants. These changes consisted primarily of the substitutio=
n of
the mechanical top arms of the main line home signals by electrically oper=
ated
arms.
Also, the approach signals, either of the fixed or wire connected type,
Pacific an undivided part ownership in many of the plants originally insta=
lled
by the junior road. This will be elaborated on later -when the subject of
Valuation is discussed.
Changes were made=
at the
following plants: Coon Creek, Elk River, Wadena,
In 1911, the doub=
le
track line between Kalama and Vancouver was signaled using the General Railway Signal Company top post
signals.
During 1912, the =
double
track line from Tenino to Kalama was
signaled, using the new type of General Railway Signal Company 2A base of =
mast
signals. This completed the signal installation on the double track from T=
enino
to
Included in the 1=
912
program was the
installation of signals on the double track between
Also during 1912,=
a
short stretch of single track between Sand Point and Athol, also the single
track between Hauser and the end of double track at V=
elox
was installed using the new General Railway Signal Company circuits called=
the
"A.P. B." system, or the "Absol=
ute
Permissive Block" system, which includes positive head-on protection
between opposing stations, but allows trains to follow one another usually=
only
one block apart. The success=
of
this single track system gave the impetus for later installations on single
track.
W. RR. & N. crossing at
The double track =
line
from
In 1913, the sing=
le
track line between White Bear Lake and West Duluth was signaled with the n=
ew A.P.B. circuits and using the new 2A. base
of mast signals. A short pie=
ce of
double track between
The line between =
Carlton
and Superior, which is part double and part single track, was signaled at =
this
time in a like manner, as noted before, electric circuits were carried thr=
ough
the interlocking plant at Hinckley and to the plant at Carlton.
The 1913 program,
included more single track signaling toward the western part of the road, =
such
as the signaling installed this year between Alfalfa and Cle Elum, and another stretch of single track between Le=
ster
and East Auburn connecting with the signals earlier installed between Seat=
tle
and Tacoma.
In 1913, a mechan=
ical
interlocking plant was installed at Staples, controlling the junction of t=
he
During 1914, anot=
her
extensive signal program was undertaken. This included the installation of
signals using the A.P.B, single track type of
circuits between
To obviate constr=
uction
of a pole line, a rather unusual type
of polarized motor track relay was used.&=
nbsp;
This piece of track has since been removed.
Also during 1914<=
i>,
double track signals were installed west from Livingston to the end of dou=
ble
track at
As indicated in t=
he
proceeding paragraph, there is double track on each side of Bozeman Tunnel=
with
single track through the tunnel. An
early type of low voltage switch machine was installed at the ends of doub=
le
track switches at each end of the tunnel.
During 1914, the =
single
track line between
An interesting li=
ttle
signal installation west of
When the Puget So=
und and
Willapa Harbor Railroad (the Milwaukee} was bu=
ilt, it
created two grade crossings with our South Bend Branch at Dryad and Chehal=
is,
the Milwaukee, being the junior road, built two mechanical interlocking pl=
ants
and paid for then on the generally recognized basis that the junior road w=
as
obligated to interlock. Abou=
t 1922,
the
One of the origin=
al
isolated mechanical interlocking plants mentioned previously had been inst=
alled
at Fargo at the Milwaukee crossing by the Northern Pacific in spite of the=
fact
the Milwaukee was the junior road.
On January 15, 1915, the old wood tower was destroyed by fire. A new
brick tower was built, replacing the old one. In July 1927, the old mechanical =
plant
was replaced by an automatic plant.
Certain changes in ownership and maintenance obligations were made =
at
this time. The years 1915 and 1916 were very quiet as far as new signal wo=
rk
was concerned. A small installation was made in 1916 at the junction of the
main line and the Mandan North Line at
A short explanati=
on
probably will be in order. The following will deal with signal work, altho=
ugh
other departments were similarly involved. The valuation date for the Nort=
hern
Pacific was set as of June 30, 1917.
The railroad was =
divided
into valuation sections, according to the seven states through which the r=
oad
operates. The limits of these sections were usually located at some well
defined point, such as head block, end of bridge, etc. Several field parti=
es,
usually comprising of two men were organized, Mr. S. W. Law, and Mr. Bert =
Basford worked as one party. Mr. E. J. Ralph, and Mr. Paul Amann
comprised a second party and later Mr. Bert Basford,
and Mr. A. C. Eastman, a third party. Each party was assigned a motor car.=
It
was the duty of each to travel over a designated portion of the line and m=
ake
written notes and pencil sketches of all signal apparatus, including all t=
ypes
of signals, counting and listing all different types of relays, battery,
terminals, and all associated items, including rubber covered wire of vari=
ous
types and sizes, line wire, bonding, switch boxes and all other apparatus,=
and
including various types of highway protection, but not the mechanically
operated crossing gates.
It was a physical
impossibility to do all this work by June 30, 1917, but attempts were made=
to
include only such work as was in place as of the above date. This work was=
a
Herculean task, between fighting adverse weather conditions, both cold and
heat, trains, motor cars of other departments and many=
other
handicaps. At this time the road was not completely signaled, however, the=
re was
a sizeable amount of signal apparatus involved, including many of the old
original interlocking plants. Usually the owner of the plant, which includ=
ed
apparatus on both roads, inventoried the plant. This work included branch =
lines
as well as main lines.
All the above dat=
a was
collected in the Office of the Valuation Engineer, in
Before it was pos=
sible
to formulate all this information, the U. S. Government provided a man, to=
make
a similar inventory. The Northern Pacific furnished a pilot and motor car =
for
his use. Mr. Basford of one of the original fi=
eld
parties acted as pilot and met this man, Mr. J. F. Alexander, in
At this point the
onerous task began of making comparisons between the two inventories. Our
inventory was called the "Pre-Inventory". Notes were made listin=
g any
discrepancies found. Both omissions and overages were found in comparison =
with
the Government’s notes, but the proper notes were honestly made by t=
he
Northern Pacific.
The headquarters =
of the
Government, comprising the Western District which included the Northern Pa=
cific
were located in
The whole compari=
son
that had been made in
After the compari=
sons
were concluded in
It was mentioned
previously in a number of instances that automatic circuits were installed
through a number of interlocking plants wholly owned by another railroad, =
this
work being installed and paid for by the Northern Pacific. In each such ca=
se a
percentage of ownership for each company involved was arrived at by determ=
ining
the amount contributed by the Northern Pacific against the cost expended b=
y the
road that originally built the plant. The percentages were set forth on a =
form
known as "Form P-72", and signed by an official of each company
involved. These percentages of ownership were used by the Government in its
computations. Also, these percentages are used as a basis of cost division
whenever work is performed by either road regardless of what point in the =
plant
the work is performed.
The Government sh=
ipped
its notes and papers from
The making of com=
pletion
reports for signal projects was transferred from the Signal Department to =
the
Valuation Department about this time.
The Government fi=
nally
compiled what is known as the Engineering Report which comprised a summati=
on of
all accounts. The Signal Accounts, 15
and 27, as included in the Engineering Report, were accepted by the Northern P=
acific.
The compilation o=
f a new
form, known as "Form 588" was demanded by the Government.
This form was to =
cover
all new A. F. E. work performed in the ten and one-half year period subseq=
uent
to the date of Valuation, June 30, 1917, to and including December 31, 192=
7.
Approximately about this time, the Government proposed a new method of
reporting Signal Completion Reports, using the so-called "Adjustment
Units" Two trips to Washington, D«C» were made by Mr. C. =
A. Christofferson and Mr. A. C. Eastman in connection with various phases of=
the
Signal Valuation Program. An=
other
trip was made by Mr. A. C=
. Terrell,
Valuation Engineer, and Mr. A. C, Eastman. It was on this last trip that Mr. A. C.
Eastman remained and with the collaboration of one of the men, Mr. Hudson,=
in
Mr. W. M. O'Loughlin's office, the entire inventory of the Northern Pacific signal sy=
stem
made by the Government was recast into "Adjustment Units", both =
as to
quantities and prices. It was on this trip that Mr. A. C. Eastman was affo=
rded
the opportunity to make copies of the Government's pricing sheets. Mr. W. =
M. O’Loughlin, mentioned above, was appointed Sig=
nal
Supervisor of the Eastern District of the Northern Pacific, about 1913. He
later resigned and went with the Interstate Commerce Commission with
headquarters in Washington, D. C. Later, he was appointed Chief of the Sig=
nal
Valuation Branch of the Interstate Commerce Commission. His warm feeling f=
or
the Northern Pacific helped immensely in courtesies extended. Incidentally=
, Mr.
W, M. O'Loughlin and Mr. F. M.
O’Loughlin,
who later became Assistant Signal Engineer of the Western District, were brothers.
.Later on, the Fo=
rm 588
was extended to inclu=
de the
three year period from January 1, 1928, to January 1, 1930» From the=
re on
it is being made on an annual basis.
Now we will retra=
ce our
steps to the years subsequent to the dull period, during 1915 and 1916,
In 1917, automati=
c block
signals were installed between
In the above two
installations, circuits were arranged so that the leaving signal would not
clear until the tail end of the first train had cleared the fouling point.=
In 1917 one of th=
e old
interlocking plants known as Eustis Avenue on Line A between St. Paul and
Minneapolis was removed from service.
In 1918, the signal system was ma=
de
continuous from the vicinity of West Duluth Jet, through the following
interlocking plants: the
In 1918, signals =
were
installed between
More work in 1918
included connecting the end of the installation made in 1914 from Toston to
More single track
signaling was installed from
By this time the =
old end
of double track at Rice had been extended west to Gregory. In 1918 signals=
were
installed on this double track to Little Falls, There is double track betw=
een
Easton and Martin at the east portal of Stampede Tunnel, single track thro=
ugh
the two mile long tunnel, then double track from the west portal to
Lester. In 1918, when the
operation. This was done to allow a passenger train to be operated uphill
against the current of traffic, but with signal protection around a slow m=
oving
uphill freight train.
In 1915 the double track uphill s=
ignals
were re-arranged and additional signals added to allow single track operat=
ion
with signal protection on both tracks on both sides of the tunnel.
In 1919, another la=
rge
signal program was started, consisting of installation of the usual single
track A. P. B. circuits between Glendive and Forsyth, and between Forsyth =
and
Huntley, approximately 212 miles of signaling. It might be well to note th=
at
with the exception of connecting in the train order signals, and tying in =
at
Huntley, in the whole 212 miles there was only one crossing bell to
interconnect into the new work.
It might be wall =
to cite
an occurrence that happened before the completion of the work between Glen=
dive
and Huntley, just previously mentioned; -
One night about 1=
0:30,
our Train Mo, 3, at that time, a heavy train to the Coast, was stopped by =
a red
signal at the west end of Myers. The track between layers and Rancher is v=
ery
crooked.
The Dispatcher wo=
uld not
give No. 3 orders =
to
proceed and the Engineer refused to go until the section men were alerted =
and
went ahead of No. 3 with their car. Between the two stations mentioned, th=
ey
found a large boulder about half the size of a box car which was lodged on=
the
track. When it rolled down to the track, it had torn down the pole line,
causing the red signals. This was an instance where the cost of the whole
signal installation paid for itself before the job was entirely completed.=
About this time M=
r. Christofferson conceived the idea of the gallon font=
lamp
for use on the 1st and 2nd subdivisions of the
There was not much
signal work done in 1920 and 1921. In 1922, another ambitious program again
started. This consisted of t=
ying in
the end of the old 1910 installation at Dilworth and installing double tra=
ck
signals from that point to the end of double track at
Another link in s=
ingle
track territory was likewise included in this year's program, the installa=
tion
of the A.P.B., system of single track signals
connecting the end of the signaling at Cheney and extending to the bridge =
over
the Columbia River at
In 1922, we under=
took
the relocation of our Line A which passed through the University Campus wh=
ere
the Stadium is now located and then crossed the Mississippi River just nor=
th of
the present
A new electric
interlocking plant at l8th Avenue S.E. was built at this time giving acces=
s to
the Great Northern tracks, and including switches serving the
About 1922, we began to experience trouble =
with
our D. C. track circuits between Garrison and
There remained a =
short
piece of track, partly single and partly double, between Little Falls and
Staples. Signaling of this track was undertaken in 1924, on the completion=
of
this work, a gala celebration was instigated at Little Falls,
Mr. Christofferson,
then Signal Engineer, was given the honor of attaching the next to last bl=
ade,
with Mr. C. L. Nichols, General Manager, attaching the last blade, this ta=
king
place on September 1, 1924.
In 1922, an order=
was
issued by the Government ordering all railroads of certain classes to inst=
all
"Automatic Train Control" on at least one engine operating divis=
ion.
The Northern Pacific selected the territory between
permanent and
electromagnet which was placed between the rails at signal locations. When the signal was clear, and th=
e track
relay in advance was de-energized on the approach of a train, the
electro-magnet was energized, thus neutralizing the effect of the permanent
magnet. A receiver was placed on the locomotive ahead of the front wheels.=
If the signal was at approach, the
electro- magnet was not energized and the permanent magnet became effectiv=
e,
thus opening the stick relay circuit through the receiver on the locomotiv=
e,
and automatically applying the air brakes.
The track magnet was made effective at the approach signal; so that=
the
train would be brought to a stop before it reached the stop signal. The re=
set
feature was placed on the locomotive in such a position that it could not =
be
reset until the train came to a complete stop; a forestalling device was
installed on the locomotive so that if the engineer was alert, he could
forestall a brake application.
The electro-magne=
ts
required such a heavy current that it was necessary to install storage batteries. As no charging=
line
was available, the ex=
isting
primary battery was used for charging the storage battery. The Government =
was
very strict concerning the circuits used and the way the circuits were
installed.
On August 12, 193=
2, the
Northern Pacific was allowed to discontinue operation of the train control
system.
Also about 1924, =
several
of the old mechanical interlocking plants were replaced with a newly devis=
ed
type of automatic interlocking. While this form of interlocking is primari=
ly
intended for a straight crossing of two railroads, some rather elaborate
circuits were devi=
sed for
such complicated layouts as at
The Northern Paci=
fic has
been very successful in the installation of low voltage automatic switch
machines at a number of ends of double track as follows; - West Duluth Jct=
.,
Gregory, Philbrook, Bloom, Eldridge, Park City,
Montana, and Irvin.
In 1927, color li=
ght
signals, using a form of the old overlap system were installed on the sing=
le
track line from
In 1927 the insta=
llation
of the same type of signals and circuits as used on the Butte Line were
installed on the single track High Line, or the Evaro=
Hill Line, between DeSmet and
In 1930, the old
mechanical interlocking plant serving the junction of the
In 1930 the signal
system between
In 1929, in conne=
ction
with a line change at
About 1931, throu=
gh a
study of the contract covering Marshall Interlocking Plant, it was discove=
red
that this plant should have been installed and paid for by the S.P. & S Railway, account it being the junior
road. After various conferen=
ces
between the two roads, a ruling was made by President Donnelly of the Nort=
hern
Pacific that due to the fact that certain switches were included in the pl=
ant
serving our Paloose Line, that the Northern Pa=
cific
would assume a proportionate cost. Retroactive billing for maintenance bac=
k to
the origin of the plant was made against the S.P.&S. Railway, which was paid by that road.=
An A.F.E. was
initiated to cover the change in proportion of ownership and billing the <=
span
class=3DSpellE>S.P.& S. Railway for =
its
proportion of the original installation cost.
In 1936, the
In 1937, the same=
type
of color light signals and circuits as were installed between
In 1939, due to an
unfortunate occurrence at Ainsworth Jct., where an operator opened the jun=
ction
switch in the face of a train and sent it down the wrong track where an
opposing train was waiting, an electric lock was installed on this switch.=
Not
long after, the lock was replaced with a switch machine controlled from
One of the old
mechanical interlocking plants, known as St. Anthony Park Tower was locate=
d at
the junction of Lines A and Bo The arrangement of switches and signals was=
very
elaborate, including interlocked switches forming the wye
between Lines A and B. On a very cold night early in 1941, a fire started =
in
the tower, which was destroyed. A new plant was built, eliminating some of=
the
interlocked switches, the new tower being built somewhat east of the old t=
ower,
and placed in service late in 1941.
In 1945 the North=
ern
Pacific adopted the system known as "Speed Signaling", replacing=
the
older "Route Signaling", this system conveys the necessary information to the engineer=
as
to the speed he may use in handling his train. This necessitated the
rearrangement of the signal arms or lights at many interlocking plants and
other places.
Over a period of =
years,
we have installed and experimented with various types of snow melters or switch heaters, electric, natural gas, pr=
opane
gas, and oil.
Several exhaustive
studies have been made concerning the installation of Centralized Traffic
Control between Gregory, and Staples,
In 1916 we instal=
led an NX (1) interlocking plant at
[(1) NX =3D entrance / exit=
style of
interlocker – Simplified statement - a button is pressed on the track
diagram where the train will enter the interlocked section, where it shoul=
d exit;
and the machine’s logic sets up the route. Jcd]
When the automati=
c block
signals were originally installed under various programs, with the excepti=
on of
the yard at Paradise, it was not the practice to make the signaling comple=
te
through the yard, the signals being terminated at each end. During the period about 1950, wit=
h the
exception of two short gaps at
Since about 194O,=
a
large number of highway crossing protection installations have been made,
including many automatic short arm gates on double tracks. Some of the cro=
ssing
protections are rather involved account high and low speed trains, also ac=
count
switching moves.
A large number of=
spring
switch installations have been made. At sidings, the usual layout is to us=
e the
key switch method for clearing the dwarf signal to proceed out from the
siding. At yards, the usual =
method
is that all signals stand normally at stop and clear on approach of a trai=
n.
In 1949, the old =
Hall
signals originally installed in 1910 between Seattle and Tacoma
A program was sta=
rted in
December of 1937 relocating signal facilities, Mr. Law and Mr. Eastman did a gre=
at deal
of planning for the rearrangement and respacing of
signals between Minneapolis and the West Coast to provide more adequate
stopping distances. This also
involved changes in the lengths of the operating circuits for the various
highway protections. Some sidings were lengthened, others were eliminated.=
Later the same rearrangements wer=
e made
on the Lake Superior Division.
Over a long perio=
d of
years, a great, many miles of rock slide fences have been installed in pla=
ces
where there is danger of slides and falling rocks. These fences have been very effec=
tive.
As an added safety
feature, when welded rail was placed in the Stampede Tunnel, a coded track circuit was installed, giving continuou=
s track
circuit protection through the length of the tunnel, approximately two mil=
es
long.
During 1954 due t=
o the
construction of the McNary Dam by the Federal
Government, it became necessary for the Northern Pacific to make extensive
changes in the bridge and drawbridge over the Columbia River between
Elaborate signali=
ng was
necessary not only in connection with the bridge but to protect the S.P.&S. Railway connection at the west end of the
bridge and connections at the east end of the bridge.
In 1955 the first=
car retarder system on the Northern Pacific was installe=
d and
put in operation at
A later developme=
nt of
the separate line circuit was the use of reversed polarity on the line, i.=
e.,
with all signals standing clear the positive side of the west bound line
batteries were connected to line common and the negative side to the opera=
ting
side of the circuit, and the negative side of the eastbound line batteries=
were
connected to line common, with the positive side connected in the conventi=
onal
manner.
In 1919, another
innovation was instigated, the low
voltage hold clear coils. With this arrangement, but two coils are used in=
the
hold clear device. For picki=
ng up
the hold clear armature, the full sixteen cells of operating battery plus =
the
two additional cells are used, then the sixteen cells are disconnected and=
the
two cells serve the hold clear device. This same method is used in the 1922
installations, to which was added for the first time, approach lighting. A
modified method of separate hold clear has been devised for the older sign=
als,
to save discarding the old sets of hold clear coils. This is accomplished =
by
running a separate wire to the middle of the sixteen cells of operating
battery, picking up on the full sixteen cells and holding on eight cells. =
SINGLE
TRACK
16
Cells for Operating and Line and
Whi=
te Bear
- West Duluth
paradise - Sand Point
Sand Point - Cheney
Pasco - Ellensburg
Ellensburg - CleElum
Lester -
16 Cells for Oper=
ating,
DeSmet - paradise via St. Regis
CleElum -
16 Cells for Oper=
ating Only, 2 Cells for Hold Clear and Separate Line
Glendive - Huntle=
y
16 Cells for Operating, 2 Cells for Hold Clear, Separate Line
Little Falls - St=
aples
Dilworth -
Cheney -
During the early
existence of the Signal Department, the Office of the Signal Engineer was
located upstairs over the Local Freight House, located at Fourth and John
Streets, St. Paul, This location was about three blocks from the old Gener=
al
Office Building.
Early in 1916, on=
the
completion of the present
A few words might=
be
said here in connection with the organization of the Signal Department: -<=
span
style=3D'mso-spacerun:yes'> The Signal Engineer's Offic=
e has
jurisdiction of the entire signal system between
It might be of in=
terest
to mention the names of different men who have served as Signal Engineer -=
Mr. C. A. Christofferson, the 1st Signal Engineer
Mr. S. W. Law, th=
e 2nd
Signal Engineer
Mr. A. J. Hendry,=
the
present Signal Engineer
Others who have s=
erved
in the past; -
Mr. Alf Munthe, Mr. James H. Cormick, Mr.
E. J. Ralph, Mr. Wilfred Kearton, Mr. Dick
Jones, Mr. B. A. =
Grinde, Mr. Fred Scherfenberg,
Mr. E. A. Alien, Mr. W. H. Lindeman, Mr. P. C.=
Peters,
Mr. Adolph Rudeen, Mr. B. W. Larsen, Mr=
. Elmer
Slayter, Mr. W. E. Page, Mr. Bert Basford, Mr. Ralph Thurston=
, Mr.
Paul Amann, Mr. Paul R
Those who are sti=
ll
serving: - Mr. Evan Wilson, Mr. L. M. Johnson, Mr. S. N. Roden, Mr. J. V. Ci=
hlar, Mr. C. H. Dunn, Mr. D. E. Peterso=
n, Mr.
Stanley C. Anderson, Mr. J. J. Morrissey, Mr. W. A. Class, Mr. D. A.
Harrington, Mr. B. A. Bjorkman, Mr. E. 0. Anderberg, Mr.
F. V. Sloop, Mr. M. B. Walker, Mr. Floyd C. Harrington, Mr. J. L. Doroff, Mr. W. B. Olson, Mr. Dwight L. Johnson, Mr. =
J. T. Groth, Mr. A. D. Fennell, Mr. R. J. Hagen, Mr. J. R.=
Norrbohm, Mr. M. C. Mercer, Mr. A. H. Ohm, Mr. A. J.=
Schrumpf, Mr. A. T. Brumfield, Mr. S. C. Sworder, Mr. V. L. Guthrie, Mr. V. G. Jacobson, Mr. =
R. W. Larsen, Mr. C. W. Schultz, Mr.=
J. L. Elpel, Mr.
D. A. Dietrich, Mr. D. B. Sage, Mr. G. L. Flagen, Mr.
E. L. Wagnar, J. T. Keoug=
h,
Mr.W. C. Wygant, M=
r. M. L. Keough, Mr. Theo. McKenney, Mr.
A. D. Macdonald, Mr. E. H. Kleinschmidt, Mr. H=
. A. Roloff and Mr. A. C. Eastman.
The above history=
of the
Signal Department of the Northern Pacific Railway Company was written as of
June 30, 1956.
Alden C. Eastm=
an
Alden C. Eastman