KEVIN REVIEW*

the call and Its citizens met and of- ! was to build on, so I began to delvefered a bonus of $200,000 in land , into the problem of extending to Mar-and cash to anyone who would build tinsdale, 24 miles, a railroad from that city to Castle. Built ^ Martinsdale

Three companies were organized j The Northern Pacific began to take to build the line, my own among the an interest in us when its officers others, but the other two never got learned that we were thinking about hejond the paper stage. ; an extension because they were in-

In the summer of 1890 in the midst : terested in getting the Judith Basinot the excitement, an eastern friend traffic. I got a little, but a very lit- Créât credit should be given to A. dropped into my office unexpectedly ; {je iie]pi from the Northern Pacific C. Bombard, the first chief engineer and told me he had some money to in- : an(j managed by some means to get of the road, after whom the townvest and it was not long before I t0 Martinsdale. It was a struggle of Bombard was named,told him that I had a place to put ; death but we finally got theit, and thus the railroad was born. ! track laid with less outlay to the mile

My friend’s total assets were not j daresay than any other road in this nearly sufficient to build the line; iu i country can boast of, and then we fact, he had only enough to make a began to feel a little new blood ting- good start but that seemed sufficient 'nng in our veins, for us in those days. j a small but steady stream of traf-

Before we got fairly under way, ; fjc came our way and helped in a however, the panic of 1893 overtook

blocked with snow for four or five months of that winter.

The extension to Lewistown justi­fied the enterprise for from the time we began to operate that line our receipts were ample to meet expenses and to maintain the very expensive line that lay between Bombard and the Castle mountains.

ABOUT THE “JAWBONE” BAiLBOAD ABB

atown, was originally an independent the little Montana railroad through line built under the corporate name the tortuous windings of the Montana of The Montana Railroad, but nick- Canyon through the Big Belt moun- named “The Jawbone,” was said that its construction was Mrs. Hart is the accomplished wife made possible, not by the money it ! of Agent “Bill” Hart at Harlowton,

_ _ _ _ _ _ _ j and her story was gathered in a per­sonal interview with Mr. Harlow.-— Editor.

It was in November, 1903, that the first railroad train was run into Bew- istown and back of that event was a story of achievement seldom equaled in the annals of railroad construc-

Richard A. Harlow, then of

because it i tains.

tion.Helena, who now operates a large stock ranch in the Moore country, spending his winters in Washington, D. C., originated the project of build­ing from Lombard, on the Northern Pacific, to Lewistown and was presi­dent of the Montana Railroad com­pany, with F. T. Robinson as chief engineer. Some years later, as all know, this line, called throughout Montana, “The Jawbone,” was taken over by the Milwaukee, rebuilt, con­necting with the main line at Har­lowton and continuing on.

Some time ago an account of the building of the famous “Jawbone” was given in a Harlowton paper and now the Milwaukee Employes’ Maga­zine has given the story, with an in­troduction by Carpenter Kendall, the editor of the magazine. The whole story relating to this interesting and Important development in Lewis- town’s history follows:

That portion of the Milwaukee’s transcontinental line that traverses Sixteen Mile Canyon, and is one of the strong picturesque attractions of that picturesque route, together with the line from Harlowton to Lewis-

Were it not for his ability, optim­ism and tact the enterprise would have surely died in 16 Mile canyon. Ho did not know the meaning of the word fall. He did not know when he was knocked down.

I conceived the idea of building j the railroad which developed into the j Montana railroad, commonly known j as the “Jawbone” in the summer of 11890. I was living in Helena. There J was great excitement all over the 1 state in those days in mining circles, j Silver and lead were high and in great demand, and copper was begin­ning to come into its own.

Everybody in Helena felt rich. Real estate was exchanging hands at a lively rate and new enterprises, of any kind, were received with favor.

Someone had discovered silver and lead in the Castle mountains in the late eighties and there was great ex­citement in that district in 1890.

The Cumberland mine had a small smelter in which it had reduced tons of silver-lead bullion. The coke for the smelter was hauled in wagons from Livingston and the bullion haul­ed back.

There were 15 steam hoists in the district and one other smelter besides the Cumberland company’s and every inch of the mountains had been lo­cated and innumerable prospects were being worked.

The ore was of too low grade how­ever to justify the long haul to the Northern Pacific and a cry arose from the two thousand men who got their mail at Castle for a railroad.

Helena was wide awake and heard

He knewonly one thing and that was to be up and doing.

F. T. Robertson took charge of the road after we reached Harlowton. He was an engineer and a traffic man. He ran he line from Lewisown o Harlowon and the proof of his skill lies in the fact that the same line is being operated by the Milwau­kee road today, notwithstanding that company had unlimited funds to change it when it bought the prop­erty.

pitiful way to meet our payroll. Up us and the Helena bonus went glim- ; t0 that time we had never meriug. Not a penny of it was ever 1 enoUgi! money during any one month paid to us in any form whatever.

Time passed and every plan we j

L *•eceived

I to pay expenses nor anything like it. When wre reached Martinsdale, Mr.

made went awry, but my friend had Whitney was forced to throw up his nerve and faith and some money and hands. He had gotten to the end of that, with the work I could do, en- his purse strings and could go no fur- abled us to finally begin work in ther. It was then that Henry D. ’lay, 1895, on the 16 Mile creek divi- Moore of Haddonfield, N. J., a prince sion. Work began near the present among men, came into the enterprise site of Deer Park. with his money and his generositv,

But even then work was pushed ) confidence and faith, in only a half-hearted way because I

* .i*m o

Toll of Montana TheatersTheatergoers of Montana paid

$296,838.43 in taxes for admissions to the theaters at the rate of one cent for each 10 cent admission during the government’s last fiscal year, ac­cording to the annual report of the commissioner of internal revenue. The theaters themselves paid only $10,914.60 as compared with the large amount paid by the spectators.

Jewelry was the next best luxury by Montanans, the report showing that $47,578.35 was spent for jew­elry taxes alone. Athletic and social club memberships in Montana were taxed $13,643.26; candy, $11,106.74; taxis, $10,107.33, perfumes and cos­metics $6,316.38, and cabarets, $268.

,He, however, was by no means

my friend, whose name, by the way, I ready or willing to advance money was J. P. Whitney of Glassboro, N. J., t0 build extensions, and the exten- would not agree to get in too deeply Sjon {0 Harlowton had become absol- until I could complete some financial utely necessary. But he made it pos- arrangements that I agreed to make, aible for me to make another con-

pi

tract with the Northern Pacific by which that company conditionally guaranteed our bonds, which enabled me to build the extension.

The advance to Harlowton put real life into the road but even then our receipts over a large part of the year were not sufficient to pay expenses and the onward call began again to ring in our ears and then came the Lewistown extension, begun in 1902 and finished in the fall of 1903, and

How the Road Was NamedIt was these financial arrange­

ments that really built the road. They were covered by four contracts. The first was with the contractors who built the grade and who under their contract agreed to accept notes of the company, secured by bonds, in lieu of cash. It was this contract that gave me the reputation of building the railroad without money. I should like to say here that there was some­thing over $2,950,000 invested in the road before it was completed and of that amount, $100,000, or about 3V2 per cent, was represented by the notes j given the contractors.

The second contract that I had to ; get was with the Cumberland Mining I company in which that company : agreed to exchange 7,000 tons of ore that was lying on its dump for our railroad bonds.

The third agreement was with the : East Helena Smelting company, in ' which that company agreed to pay us $150,000 in cash for the 7,000 tons of ore when we delivered the same at their smelter. It was agreed that we were to get $150,000 in any event, whether the ore was worth that much or not, but if it should prove to be less valuable than that then we were to give the smelting company our notes secured by our bonds for the difference between the value and $160,000.

The fourth agreement was with the Northern Pacific railroad company in which that company agreed to sell us rails, spikes and fittings, locomo­tives and rolling stock and accept our notes secured by bonds in pay­ment in which that company agreed to give certain traffic divisions, which were very satisfactory to us, to take effect when we got in opera­tion.

Richard A. Harlow, who built the Jawbone railroad and for whom Harlowton was named.

Il

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Usewas able to scrape together, but by the persistent wagging of the jawbone of its promoter, Richard Harlow, of Helena.

Harlow had a persuasive way with him and his many “agreements” as outlined in the following sketch of Mrs. Hart’s was the means of getting

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bees ; chickens, brood sow;:v:‘-

; V> barn and

‘ ' a’ The work began in earnest and I thought that our troubles were over but I then had the experience of the average man who borrows money to buy an automobile; I found that my troubles had only fairly begun.

We had a frightful time getting supplies up 16 Mile creek. A team and wagon had to travel 60 miles to get from the lower to the upper end of the box canyon, which is scarcely one-half mile long. A four-horse team with oats was sent to a camp from Toston and landed without a pound of oats in the wagon. It was caught in a snow storm and the driver had to feel all of the oats to the horses. We had troubles with labor, with our engineering parties and, it seemed, with everything with which we came in contact. Trouble was the normal condition. The owners of the little ranches that we crossed held us up with shotguns. The ranchmen along the route hesitated to sell us supplies, fearing they would not get their money.

When our money was all spent (and it was gone in a remarkably short time) the want of more was always staring us in the face. That was the one trouble that was with us days, nights and Sundays. It was the gloomy accompaniment to our other troubles; and our credit went with our money and how we finally got our rails laid to Leadboro in the Castle mountains is, and ever will be, a puzzle to me.

We got there, however, in the fall of 1897. On the day before Thanks­giving of that year our last construc­tion train left Leadboro for Lombard loaded with passengers. It was caught in the snow at Dorsey and lay there 72 hours without fuel or sup­plies. The polar regions shifted to Dorsey that year and that was the first instalment.

We finally got the train through without any serious damage to pas­sengers and managed, through some means, to finally get our ore hauled to East Helena. During construction silver and lead had been steadily declining and when the ore was fi­nally delivered both of those commo­dities were at the lowest point they had reached for years. Lead was 2% cents and silver way down in the forties. We got something like $78,- 000 for the ore.

But our road was finished and not­withstanding the accumulated diffi­culties I felt tor a time jubilant.

The spring of 1898, however, took all the joy out of me and everybody connected with the enterprise. The winter’s snow melted in April and came down 16 Mile creek in a great flood and our road bed was washed out from one end to the other and we had practically to begin construc­tion all over again, and when the trains were again running we found our traffic on the ebb Instead of the flow. There was not only no traffic in the Castle mountains but, owing to the depression all over the coun­try, there seemed to be no chance of any further mining developments and I was forced to the realization that our only hope, to save what we had.

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HEMSTITCHING”. PLEATING, BUTTON*

Fourteen stories of outstanding interest from western frontier

They have been selected

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Back-Trailing on the Old Frontiers, which have been running

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LEWIS * WALKER, assayers, chemist- 108 No. Wyoming, Butte. Mont. Box 114The Discovery of the Rocky Mountains.

The Story of Old Fort Benton.

Amazing Adventures of Hugh Glass.

The Texas Trail.

Tragedies of Men Who Made World’s Greatest Gold Strikes.

Last Indian Battle in Montana.

The Wagon-Box Fight.

Annihilation of Fetterman’s Command.

Battles of the Crow Tribe.

Three Musketeers of the Missouri.

Kit Carson.

Alexander Harvey, Bad Man.

The Pony Express.

Story^ Yellowstone Kelly.

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