On November 22, 1899, tracks of the St. Anthony Railroad Company were completed into Rexburg, Idaho. The goal of the Company, which had been incorporated in May, was to extend a rail line from Idaho Falls to St. Anthony. Reporting on the Rexburg arrival, the Fremont County Journal said, “All afternoon the construction train was puffing back and forth through town.”
The tracks reached St. Anthony the following spring. Over the next several years, the railroad built branch lines to communities to the east and west of the main line. By about 1918, Fremont County would have, according to J. H. Hawley, “more than a score of railway stations.” Eventually the company would be acquired by the Oregon Short Line Railroad.
During its period of growth, the Company found itself at odds with the United States government. Construction crews had cut timber for ties and bridges from public lands accessible from their right-of-way. In this, they cited a Federal statute that allowed a “duly organized” railroad company “the right to take, from the public lands adjacent to the line of said road, material, earth, stone, and timber necessary for the construction of said railroad.”
The closest suitable timberlands were 20 to 25 miles distant. Interpreting the intent of the law liberally, the company obtained the necessary material from those stands. Federal administrators disputed their right in this case and demanded they pay over $20 thousand for timber illegally cut from public lands. A lower court denied the Federal claim, as did a circuit court of appeals. Determined, authorities then appealed to the U.S. Supreme Court. After much legal nit-picking about the meaning of the word “adjacent,” the High Court reversed the judgement. The railroad company had to pay the charges.
In 1905, leading investors in the St. Anthony railroad felt the time was ripe to extend the tracks to the west entrance of Yellowstone National Park [blog, Mar 1]. The work proceeded slowly, for various reasons, not the least of which was the heavy snowfall encountered in the mountains between Ashton and the town of West Yellowstone. In fact, each season opened with a major effort to clear anywhere from six to thirty feet of snow off the tracks.
The first passenger train reportedly reached the entrance depot in June 1909. The Idaho Falls Times noted (April 20, 1909) that the railroad had already taken heavy bookings in anticipation of that event. They expected that “attendance at the park for 1909 will be more than double last season.”
Rail traffic through Idaho to Yellowstone enjoyed a boom between the World Wars. Thus, in 1925, the Union Pacific (which by then had absorbed the OSL) built a huge tourist dining hall in West Yellowstone. However, that traffic plunged after World War II, and by 1960 the town no longer had passenger service.
Today, trains still operate as far north as Ashton, Idaho, with some branch lines around the region; however, much branch trackage has also been abandoned or ripped up.
 |
| St. Anthony in 1907. Vintage postcard displayed at www.SFnewsandviews.com |
The tracks reached St. Anthony the following spring. Over the next several years, the railroad built branch lines to communities to the east and west of the main line. By about 1918, Fremont County would have, according to J. H. Hawley, “more than a score of railway stations.” Eventually the company would be acquired by the Oregon Short Line Railroad.
During its period of growth, the Company found itself at odds with the United States government. Construction crews had cut timber for ties and bridges from public lands accessible from their right-of-way. In this, they cited a Federal statute that allowed a “duly organized” railroad company “the right to take, from the public lands adjacent to the line of said road, material, earth, stone, and timber necessary for the construction of said railroad.”
The closest suitable timberlands were 20 to 25 miles distant. Interpreting the intent of the law liberally, the company obtained the necessary material from those stands. Federal administrators disputed their right in this case and demanded they pay over $20 thousand for timber illegally cut from public lands. A lower court denied the Federal claim, as did a circuit court of appeals. Determined, authorities then appealed to the U.S. Supreme Court. After much legal nit-picking about the meaning of the word “adjacent,” the High Court reversed the judgement. The railroad company had to pay the charges.
 |
| West Yellowstone train depot, ca. 1910. National Park Service. |
In 1905, leading investors in the St. Anthony railroad felt the time was ripe to extend the tracks to the west entrance of Yellowstone National Park [blog, Mar 1]. The work proceeded slowly, for various reasons, not the least of which was the heavy snowfall encountered in the mountains between Ashton and the town of West Yellowstone. In fact, each season opened with a major effort to clear anywhere from six to thirty feet of snow off the tracks.
The first passenger train reportedly reached the entrance depot in June 1909. The Idaho Falls Times noted (April 20, 1909) that the railroad had already taken heavy bookings in anticipation of that event. They expected that “attendance at the park for 1909 will be more than double last season.”
Rail traffic through Idaho to Yellowstone enjoyed a boom between the World Wars. Thus, in 1925, the Union Pacific (which by then had absorbed the OSL) built a huge tourist dining hall in West Yellowstone. However, that traffic plunged after World War II, and by 1960 the town no longer had passenger service.
Today, trains still operate as far north as Ashton, Idaho, with some branch lines around the region; however, much branch trackage has also been abandoned or ripped up.
| Reference: [B&W], Hawley] |
| “United States vs. St. Anthony Railroad Company, 192 U.S. 524,” Record of U. S. Supreme Court Cases, Government Printing Office, Washington, D. C. (1904). |
| “West Yellowstone History,” West Yellowstone Tourism Business Improvement District, West Yellowstone, Montana (2010). |