Here is the 1930 edition of the booklets from 1913 and 1925 that we saw a few days ago. This one has a much more attractive front cover than the 1925 edition, but the interior pages are not as nicely printed. The photographs are a bit muddy, and the slight sepia tone makes them look a little washed out.
Click image to download a 11.2-MB PDF of this 44-page booklet.
Unlike the previous editions, which were copyrighted in the name of the St. Paul road’s passenger traffic manager, this one has no copyright. It has nearly the same text on pages 5 and 6 as the 1925 edition with only a few minor changes.
Of the 34 photos themselves, eleven are repeats from the 1925 edition. At least five more are taken from almost exactly the same spot as ones from the 1925 edition, but are in fact slightly different. The remaining photos are new.
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Many of the new photos fall into two categories. First are several photos advertising the Milwaukee’s Gallatin Gateway Inn, which opened in 1927, along with the route from the inn to Yellowstone up the Gallatin Canyon and photos of Yellowstone itself. Second are several new photos showing Milwaukee electric locomotives pulling the Olympian through the Bitter Root and Cascade Mountains. There is also a new photo of Chicago Union Station (which opened in 1925 just 16 days after the 1925 edition of this booklet was printed), Mount Baker (which all of the Northwest railroads promoted after construction of Mount Baker Lodge in 1927), plus a few other spots.
As previously noted, the Chicago, Milwaukee & St. Paul, known as the St. Paul road for short, went bankrupt in 1925 and was reorganized as the Chicago, Milwaukee, St. Paul & Pacific, known as the Milwaukee Road for short, in 1928. Supposedly, the new name made it an entirely different company, but many of the officials listed in the back remain the same as those in 1925. In particular, George Haynes was passenger traffic manager in both years.
The bankruptcy didn’t stop the railroad from building the Gallatin Gateway Inn so it could advertise itself as a route to the nation’s most famous national park. In more recent years, the inn displayed a framed newspaper heralding its 1927 grand opening. I always thought it amusing that leading the list of visiting dignitaries was the railroad’s receiver, who was effectively the CEO at the time. Clearly, even the receiver thought that attracting long-distance passengers was worth a considerable investment.