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Northern Pacific Railway

The Northern Pacific Railway was a transcontinental railroad that operated across the northern tier of the western United States, from Minnesota to the Pacific Northwest. It was approved by Congress in 1864 and given nearly 40 e6acre of land grants, which it used to raise money in Europe for construction.

Construction began in 1870 and the main line opened all the way from the Great Lakes to the Pacific when President Ulysses S. Grant drove in the final "golden spike" in western Montana on September 8, 1883. The railroad had about 6800 mi of track and served a large area, including extensive trackage in the states of Idaho, Minnesota, Montana, North Dakota, Oregon, Washington, and Wisconsin. In addition, the NP had an international branch to Winnipeg, Manitoba, Canada. The main activities were shipping wheat and other farm products, cattle, timber, and minerals; bringing in consumer goods, transporting passengers; and selling land.

The Northern Pacific was headquartered in Minnesota, first in Brainerd, then in Saint Paul. It had a tumultuous financial history; the NP merged with other lines in 1970 to form the Burlington Northern Railroad, which in turn merged with the Santa Fe Railway to become the BNSF Railway in 1996.

Organization
Congress chartered the Northern Pacific Railway Company on July 2, 1864, with the goals of connecting the Great Lakes with Puget Sound on the Pacific, opening vast new lands for farming, ranching, lumbering and mining, and linking Washington and Oregon to the rest of the country.

Congress granted the railroad a potential 60 e6acre of land in exchange for building rail transportation to an undeveloped territory. Josiah Perham was elected its first president on December 7, 1864. It could not use all the land and in the end took just under 40 million acres.

Jay Cooke takes control
For the next six years, backers of the road struggled to find financing. Though John Gregory Smith succeeded Perham as president on January 5, 1865, groundbreaking did not take place until February 15, 1870, at Carlton, Minnesota, 25 mi west of Duluth, Minnesota. The backing and promotions of famed financier Jay Cooke in the summer of 1870 brought the first real momentum to the company.

Over the course of 1871, the Northern Pacific pushed westward from Minnesota into present-day North Dakota. Surveyors and construction crews had to maneuver through swamps, bogs, and tamarack forests. The difficult terrain and insufficient funding delayed by six months the construction phase in Minnesota. The NP also began building its line north from Kalama, Washington Territory, on the Columbia River outside of Portland, Oregon, towards Puget Sound. Four small construction engines were purchased, the Minnetonka, Itaska, Ottertail and St. Cloud, the first of which was shipped to Kalama by ship around Cape Horn. In Minnesota, the Lake Superior and Mississippi Railroad completed construction of its 155 mi line stretching from Saint Paul to Lake Superior at Duluth in 1870. It was leased to the Northern Pacific in 1876 and was eventually absorbed by the Northern Pacific. The North Coast Limited was the Northern Pacific's flagship train and the Northern Pacific itself was built along the trail first blazed by Lewis and Clark.

The Northern Pacific reached Fargo, Dakota Territory (now North Dakota), early in June 1872. The following year, in June 1873, the N.P. reached the shores of the Missouri River, at Edwinton (now Bismarck) D.T. In the west, the track extended 25 mi north from Kalama. Surveys were carried out in North Dakota protected by 600 troops under General Winfield Scott Hancock. Headquarters and shops were established in Brainerd, Minnesota, a town named for the President John Gregory Smith's wife Anna Elizabeth Brainerd. A severe stock market crash and financial collapse after 1873, led by the Credit Mobilier Scandal and the Union Pacific Railroad fraud, stopped further railroad building for twelve years.

In 1886, the company put down 164 mi of main line across North Dakota, with an additional 45 mi in Washington. On November 1, General George Washington Cass became the third president of the company. Cass had been a vice-president and director of the Pennsylvania Railroad and would lead the Northern Pacific through some of its most difficult times.

Attacks on survey parties and construction crews by Sioux, Cheyenne, Arapaho, and Kiowa warriors in North Dakota and Minnesota became so prevalent that the company received protection from units of the U.S. Army.

Settlement
In 1886, the Northern Pacific also opened colonization offices in Germany and Scandinavia, attracting farmers with cheap package transportation and purchase deals. The success of the NP was based on the abundant crops of wheat and other grains and the attraction to settlers of the Red River Valley along the Minnesota-North Dakota border between 1881 and 1890.

The Northern Pacific reached Dakota Territory at Fargo in 1872 and began its career as one of the central factors in the economic growth of North Dakota. The climate, although very cold, was suitable for wheat, which was in high demand in the cities of the United States and Europe. Most of the settlers were German and Scandinavian immigrants who bought the land cheaply and raised large families. They shipped huge quantities of wheat to Minneapolis, while buying all sorts of equipment and home supplies to be shipped in by rail.

The NP used its federal land grants as security to borrow money to build its system. The federal government kept every other section of land, and gave it away free to homesteaders. At first the railroad sold much of its holdings at low prices to land speculators in order to realize quick cash profits, and also to eliminate sizable annual tax bills. By 1905 the railroad company's land policies changed, after it was judged a costly mistake to have sold much of the land at wholesale prices. With better railroad service and improved methods of farming the Northern Pacific easily sold what had been heretofore "worthless" land directly to farmers at good prices. By 1910 the railroad's holdings in North Dakota had been greatly reduced.

Panic of 1873 and first bankruptcy
In 1873, Northern Pacific made impressive strides before a terrible stumble. Rails from the east reached the Missouri River on June 4. After several years of study, Tacoma, Washington, was selected as the road's western terminus on July 14, 1873.

For the previous three years the financial house of Jay Cooke and Company had been throwing money into the construction of the Northern Pacific. As with many western transcontinentals, the staggering costs of building a railroad into a vast wilderness had been drastically underestimated. Cooke had little success in marketing the bonds in Europe and overextended his house in meeting overdrafts of the mounting construction costs. Cooke overestimated his managerial skills and failed to appreciate the limits of a banker's ability to be also a promoter, and the danger of freezing his assets in the bonds of the Northern Pacific. Cooke and Company went bankrupt on September 18, 1873. Soon the Panic of 1873 engulfed the United States, beginning an economic depression that ruined or nearly paralyzed newer railroads.

The Northern Pacific survived bankruptcy that year, due to austerity measures put in place by President Cass. In fact, working with last-minute loans from Director John C. Ainsworth of Portland, the Northern Pacific completed the line from Kalama to Tacoma, a distance of 110 mi, before the end of 1873. On December 16, the first steam train arrived in Tacoma. But in 1874 the company was moribund.

Northern Pacific slipped into its first bankruptcy on June 30, 1875. Cass resigned to become receiver of the company, and Charles Barstow Wright became its fourth president. Frederick Billings, namesake of Billings, Montana, formulated a reorganization plan which was put into effect.

Throughout 1874 to 1876, elements of the 7th Cavalry Regiment under the command of Lieutenant Colonel George Armstrong Custer operating out of Forts Abraham Lincoln and Rice in Dakota Territory conducted expeditions to protect the railroad survey and construction crews in Dakota and Montana Territories.

Frederick Billings and first reorganization
In 1877, construction resumed in a small way. Northern Pacific pushed a branch line southeast from Tacoma to Puyallup, Washington and on to the coal fields around Wilkeson, Washington. Much of the coal was destined for export through Tacoma to San Francisco, California, where it would be thrown into the fireboxes of Central Pacific Railroad steam engines.

This small amount of construction was one of the largest projects the company would undertake in the years between 1874 and 1880. That same year the company built a large shop complex at Edison, Washington (now part of south Tacoma). The Edison Shops became the largest on the system for building and repairing freight cars due to the easy access of cheap lumber. The Brainerd Shops remained as the largest locomotive repair facility throughout the steam era. Another shop site was located at the center of the mainline in Livingston, Montana, which became the primary diesel maintenance facility after 1955. In St. Paul, Minnesota were the Como Shops, which maintained most of the passenger car fleet, and the Gladstone Shops, which closed in 1915.

On May 24, 1879, Frederick H. Billings became the president of the company. Billings' tenure would be short but ferocious. Reorganization, bond sales, and improvement in the U.S. economy allowed Northern Pacific to strike out across the Missouri River by letting a contract to build 100 mi of railroad west of the river. The railroad's new-found strength, however, would be seen as a threat in certain quarters.

Henry Villard, Gold Creek, Gold Spike
German-born journalist Henry Villard had raised capital for western railroads in Europe from 1871 to 1873. After returning to New York in 1874, he invested on behalf of his clients in railroads in Oregon. Through Villard's work, most of these lines became properties of the European creditors' holding company, the Oregon and Transcontinental Company.

Of the lines held by the Oregon and Transcontinental, the most important was the Oregon Railway and Navigation Company, which ran east from Portland along the left bank of the Columbia River to a connection with the Union Pacific Railroad's Oregon Short Line at the confluence of the Columbia River and the Snake River near Wallula, Washington.

Within a decade of his return, Villard was head of a transportation empire in the Pacific Northwest that had but one real competitor, the Northern Pacific. The Northern Pacific's completion threatened the holdings of Villard in the Northwest, and especially in Portland. Portland would become a second-class city if the Puget Sound ports at Tacoma and Seattle, Washington, were connected to the East by rail.

Villard, who had been building a monopoly of river and rail transportation in Oregon for several years, now launched a daring raid. Using his European connections and a reputation for having "bested" Jay Gould in a battle for control of the Kansas Pacific years before, Villard solicited and raised $8,000,000 from his associates. This was his famous "Blind Pool," Villard's associates were not told what the money would be used for. In this case, the funds were used to purchase control of the Northern Pacific.

Despite a tough fight, Billings and his backers were forced to capitulate; he resigned the presidency June 9, 1881. Ashbel H. Barney, former President of Wells Fargo & Company, served briefly as interim caretaker of the railroad from June 19 to September 15, when Villard was elected president by the stockholders. For the next two years, Villard and the Northern Pacific rode the whirlwind.

In 1882, 360 mi of main line and 368 mi of branch line were completed, bringing totals to 1347 mi and 731 mi, respectively. On October 10, 1882, the line from Wadena, Minnesota, to Fergus Falls, Minnesota, opened for service. The Missouri River was bridged with a million-dollar span on October 21, 1883. Until then, crossing of the Missouri had had to be managed with a ferry service for most of the year; in winter, when ice was thick enough, rails were laid across the river itself.

General Herman Haupt, another veteran of the Civil War and the Pennsylvania Railroad, organized the Northern Pacific Beneficial Association in 1881. A forerunner of the modern health maintenance organization, the NPBA ultimately established a series of four hospitals across the system in Saint Paul, Minnesota; Glendive, Montana; Missoula, Montana; and Tacoma, Washington, to care for employees, retirees, and their families.

On January 15, 1883, the first train reached Livingston, Montana, at the eastern foot of Bozeman Pass. Livingston, like Brainerd and South Tacoma before it, would grow to encompass a large backshop handling heavy repairs for the railroad. It would also mark the east–west dividing line on the Northern Pacific system.

Villard pushed hard for the completion of the Northern Pacific in 1883. His crews laid an average of a mile and half (1.5 mi) of track each day. In early September, the line neared completion. To celebrate, and to gain national publicity for investment opportunities in his region, Villard chartered four trains to carry guests from the East to Gold Creek in western Montana. No expense was spared, and the list of dignitaries included Frederick Billings, Ulysses S. Grant, and Villard's in-laws, the family of abolitionist William Lloyd Garrison. On September 8, the Gold Spike was driven near Gold Creek.

Direct to Puget Sound
Villard's fall was swifter than his ascendancy. Like Jay Cooke, he was now consumed by the enormous costs of constructing the railroad. Wall Street bears attacked the stock shortly after the Golden Spike, after the realization that the Northern Pacific was a very long road with very little business. Villard himself suffered a nervous breakdown in the days after the driving of the Golden Spike, and he left the presidency of the Northern Pacific in January 1884.

Again, the presidency of the Northern Pacific was handed to a professional railroader, Robert Harris, former head of the Chicago, Burlington and Quincy Railroad. For the next four years, until the return of the Villard group, Harris worked at improving the property and ending its tangled relationship with the Oregon Railway and Navigation Company.

Throughout the mid-1880s, the Northern Pacific pushed to reach Puget Sound directly, rather than by means of a roundabout route that followed the Columbia River. Surveys of the Cascade Mountains, carried out intermittently since the 1870s, began anew. Virgil Bogue, a veteran civil engineer, was sent to explore the Cascades again. On March 19, 1881, he discovered Stampede Pass. In 1883, John W. Sprague, the head of the new Pacific Division, drove the Golden Spike to mark the beginning of the railroad from what would become Kalama, Washington. He resigned a months later due to impaired health.

In 1884, after the departure of Villard, the Northern Pacific began building toward Stampede Pass from Wallula in the east and the area of Wilkeson in the west. By the end of the year, rails had reached Yakima, Washington in the east. A 77 mi gap remained in 1886.

In January of that year, Nelson Bennett was given a contract to construct a 9850 ft tunnel under Stampede Pass. The contract specified a short amount of time for completion, and a large penalty if the deadline were missed. While crews worked on the tunnel, the railroad built a temporary switchback route across the pass. With numerous timber trestles and grades which approached six percent, the temporary line required two M class 2-10-0s—the two largest locomotives in the world (at that time)—to handle a tiny five-car train. On May 3, 1888, crews holed through the tunnel, and on May 27 the first train passed through directly to Puget Sound.

Villard and the Panic of 1893
Despite this success, the Northern Pacific, like many U.S. roads, was living on borrowed time. From 1887 until 1893, Henry Villard returned to the board of directors. Though offered the presidency, he refused. An associate of Villard dating back to his time on the Kansas Pacific, Thomas Fletcher Oakes, assumed the presidency on September 20, 1888.

In an effort to garner business, Oakes pursued an aggressive policy of branch line expansion. In addition, the Northern Pacific experienced the first competition in the form of James Jerome Hill and his Great Northern Railway. The Great Northern, like the Northern Pacific before it, was pushing west from the Twin Cities towards Puget Sound, and would be completed in 1893.

Mismanagement, sparse traffic, and the Panic of 1893 sounded the death knell for the Northern Pacific and Villard's interest in railroading. The company slipped into its second bankruptcy on October 20, 1893. Oakes was named receiver and Brayton Ives, a former chairman of the New York Stock Exchange, became president.

Railroad labor dispute
In 1894, the 10th Cavalry Regiment of the U.S. Army was involved in protecting property of the Northern Pacific Railroad from striking workers.

From Villard to Morganization
For the next three years, the Villard-Oakes interests and the Ives interest feuded for control of the Northern Pacific. Oakes was eventually forced out as receiver, but not before three separate courts were claiming jurisdiction over the Northern Pacific's bankruptcy. Things came to a head in 1896, when first Edward Dean Adams was appointed president, then less than two months later, Edwin Winter.

Ultimately, the task of straightening out the muddle of the Northern Pacific was turned over to J. P. Morgan. Morganization of the Northern Pacific, a process which befell many U.S. roads in the wake of the Panic of 1893, was handed to Morgan lieutenant Charles Henry Coster. The new president, beginning September 1, 1897, was Charles Sanger Mellen.

Though James J. Hill had purchased an interest in the Northern Pacific during the troubled days of 1896, Coster and Mellen would advocate, and follow, a staunchly independent line for the Northern Pacific for the next four years. Only the early death of Coster from overwork, and the promotion of Mellen to head the Morgan-controlled New York, New Haven and Hartford Railroad in 1903, would bring the Northern Pacific closer to the orbit of James J. Hill.

Hill, Harriman and the Northern Pacific Corner
In the late 1880s, the Villard regime, in another one of its costly missteps, attempted to stretch the Northern Pacific from the Twin Cities to the all-important rail hub of Chicago, Illinois. A costly project was begun in creating a union station and terminal facilities for a Northern Pacific which had yet to arrive.

Rather than build directly down to Chicago, perhaps following the Mississippi River as the Chicago, Burlington and Quincy had done, Villard chose to lease the Wisconsin Central. Some backers of the Wisconsin Central had long associations with Villard, and an expensive lease was worked out between the two companies which was only undone by the Northern Pacific's second bankruptcy.

The ultimate result was that the Northern Pacific was left without a direct connection to Chicago, the primary interchange point for most of the large U.S. railroads. Fortunately, the Northern Pacific was not alone. James J. Hill, controller of the Great Northern Railway, which was completed between the Twin Cities and Puget Sound in 1893, also lacked a direct connection to Chicago. Hill went looking for a road with an existing route between the Twin Cities and Chicago which could be rolled into his holdings and give him a stable path to that important interchange. At the same time, E. H. Harriman, head of the Union Pacific Railroad, was also looking for a road which could connect his company to Chicago.

The road both Harriman and Hill looked at was the Chicago, Burlington and Quincy. To Harriman, the Burlington was a road which paralleled much of his own and offered tantalizing direct access to Chicago. For Hill as well, there was the possibility of a high-speed link directly with Chicago. Though the Burlington did not parallel the Great Northern or the Northern Pacific, it would give them a powerful railroad in the central West. Harriman was the first to approach the Burlington's aging leader, the irascible Charles Elliott Perkins. The price for control of the Burlington, as set by Perkins, was $200 a share, more than Harriman was willing to pay. Hill met the price, and control of the Burlington was divided equally at about 48.5 percent each between the Great Northern and the Northern Pacific.

Not to be outdone, Harriman now came up with a crafty plan: buy a controlling interest in the Northern Pacific and use its power on the Burlington to place friendly directors upon its board. On May 3, 1901, Harriman began his stock raid which would become known as the Northern Pacific Corner. By the end of the day, he was short just 40,000 shares of common stock. Harriman placed an order to cover this, but was overridden by his broker, Jacob Schiff, of Kuhn, Loeb & Co. Hill, on the other hand, reached the vacationing Morgan in Italy and managed to place an order for 150,000 shares of common stock. Though Harriman might be able to control the preferred stock, Hill knew the company bylaws allowed for the holders of the common stock to vote to retire the preferred.

In three days, the Harriman-Hill imbroglio managed to wreak havoc on the stock market. Northern Pacific stock was quoted at $150 a share on May 6 and is reported to have traded as much as $1,000 a share behind the scenes. Harriman and Hill now worked to settle the issue for brokers to avoid panic. Hill, for his part, attempted to avoid future stock raids by placing his holdings in the Northern Securities Company, a move which would be undone by the Supreme Court in 1904 under the auspices of the Sherman Anti-Trust Act. Harriman was not immune either; he was forced to break up his holdings in the Union Pacific Railroad and the Southern Pacific Railroad a few years later.

From Hill to Howard Elliott
In 1903, Hill finally got his way with the House of Morgan. Howard Elliott, another veteran of the Chicago, Burlington and Quincy, became president of the Northern Pacific on October 23. Elliott was a relative of the Burlington's crusty chieftain Charles Elliott Perkins, and more distantly the Burlington's great backer, John Murray Forbes. He had spent 20 years in the trenches of Midwest railroading, where rebates, pooling, expansion and rate wars had brought ruinous competition. Having seen the effects of having multiple railroads attempt to serve the same destination, he was very much in tune with James J. Hill's philosophy of "community of interest," a loose affiliation or collusion among roads in an attempt to avoid duplicating routes, rate wars, weak finances and ultimately bankruptcies and reorganizations. Elliott would be left to make peace with the Hill-controlled Great Northern; the Harriman-controlled Union Pacific; and, between 1907 and 1909, the last of the northern transcontinentals, the Chicago, Milwaukee, St. Paul and Pacific Railroad, more commonly known as the Milwaukee Road.

Into the twentieth century
The Northern Pacific steadily improved after the turn of the century. Together with the Great Northern, the Northern Pacific also gained control of the Chicago, Burlington and Quincy Railroad, gaining important access to Chicago, the central Middle West and Texas, as well as the Spokane, Portland and Seattle Railway, an important route through eastern and southern Washington. Its physical plant was upgraded continuously, with double tracking in key areas and automatic block signaling along its entire main line. This in turn gave way to centralized traffic control, microwave communications, and radio communications as time progressed.

The Northern Pacific continuously maintained and upgraded its equipment and service. The road helped pioneer the 4-8-4 Northern type steam engine and the 2-8-8-4 Yellowstone. It was also among the first railroads in the country to dieselize—beginning with General Motors’ FTs in 1944—albeit among the last to complete dieselization, not doing so until 1960 owing to low cost (albeit low quality) coal reserves in Wyoming.

The Northern Pacific's premier passenger train, the North Coast Limited, was among the safest and finest in the nation, suffering only one passenger fatality in nearly seventy years of operation.

By 1900, most of the remaining land-grant holdings were located west of Montana, in the "western district". The railroad still hoped to sell this land, both to provide operating funds and to populate the region to provide new markets to sustain the railroad. Nearly all the good farmlands had been sold, leaving large tracts of grazing land or timber. The grazing acreage was poor quality and difficult to sell. However, the timber lands were of high quality; much of these were sold to Frederick Weyerhaeuser.

Unification of the Hill Lines
In later years, Louis W. Menk became president of the Northern Pacific, and then he brought it together with the Chicago, Burlington and Quincy Railroad, the Great Northern Railway, and the Spokane, Portland and Seattle Railway on March 2, 1970, to form the Burlington Northern Railroad. The merger was allowed despite a challenge in the Supreme Court, essentially reversing the outcome of the 1904 Northern Securities ruling. A 900 mi portion of the former Northern Pacific mainline in Montana was spun off to form the Montana Rail Link. However, as of January 10, 2022, BNSF terminated its lease of the former Northern Pacific right-of-way to the MRL which is set to return to the direct management of the BNSF.

Divisions
In 1949, the Northern Pacific's headquarters in Saint Paul presided over a system of 6889 mi, which 2831 mi of main line, 4057 mi of branch line under seven operating divisions.

Lake Superior
Headquartered in Duluth, Minnesota, the Lake Superior Division's main routes were from Duluth to Ashland, Wisconsin, Duluth to Staples, Minnesota, and Duluth to White Bear Lake, Minnesota. The division encompassed 631 route miles: 356 in main line and 274 in branches.

St. Paul
Headquartered in St. Paul, Minnesota in the company's Railroad and Bank Building, the St. Paul Division's main routes were from Saint Paul to Staples, Saint Paul to White Bear Lake, and Staples to Dilworth, Minnesota. The division encompassed 909 route miles: 310 in main line and 599 in branches.

Fargo
Headquartered in Fargo, North Dakota, the Fargo Division's main routes were from Dilworth to Mandan, North Dakota. The division encompassed 1,167 route miles: 216 in main line and 951 in branches.

Yellowstone
Headquartered in Glendive, Montana, the Yellowstone Division's main routes were from Mandan, North Dakota, to Billings, Montana, and from Billings to Livingston, Montana. The division encompassed 875 route miles: 546 in main line and 328 in branches.

Rocky Mountain
Headquartered in Missoula, Montana, the Rocky Mountain Division's main routes were from Livingston to Paradise, Montana via Helena, Montana and Mullan Pass, and from Logan, Montana, to Garrison, Montana, via Butte, Montana, and Homestake Pass. The division encompassed 892 route miles: 563 in main line and 330 in branches. It was home to the principal central district repair facility at Livingston, Montana.

Idaho
Headquartered in Spokane, Washington, the Idaho Division's main routes were from Paradise, Mont., to Yakima, Washington, via Pasco, Washington. The division encompassed 1,123 route miles: 466 in main line and 657 in branches.

Tacoma
Headquartered in Tacoma, Washington, the Tacoma Division's main routes were from Yakima to Stuck Junction, near future Auburn, Washington, Seattle, Washington to Sumas, Washington, on the border with British Columbia, Canada, and from Seattle to Portland, Oregon. The division encompassed 1,034 route miles: 373 in main line and 661 in branches. It was home to the principal west end repair facility at South Tacoma, Washington.

As the railroad expanded, immigrants, families, and single men moved to the Pacific Northwest. Tacoma's population grew rapidly: in 1880 there were 1,098 residents, and in 1889 there were 36,000.

Passenger service
The North Coast Limited was the premier passenger train operated by the Northern Pacific Railway between Chicago and Seattle via Butte, Montana and Homestake Pass. It commenced service on April 29, 1900, served briefly as a Burlington Northern train after the merger on March 2, 1970, and ceased operation on April 30, 1971, the day before Amtrak began service. The Chicago Union Station to Saint Paul leg of the train's route was operated by the Chicago, Burlington and Quincy Railroad along its Mississippi River mainline through Wisconsin.

The Northern Pacific's secondary transcontinental passenger train was the Alaskan, until it was replaced by the Mainstreeter on November 16, 1952. The Mainstreeter, which operated via Helena, Montana and Mullan Pass, continued in service through the Burlington Northern merger until Amtrak Day (May 1, 1971). It had been reduced to a Saint Paul to Seattle train after the last run of the former Burlington Route Black Hawk on April 12–13, 1970.

The Northern Pacific also participated in the Coast Pool Train service between Portland and Seattle with the Great Northern Railway and the Union Pacific Railroad. NP and GN Coast Pool Trains lasted until Amtrak.

There were several other passenger trains which were discontinued before the Burlington Northern merger. These included:
 * Saint Paul to International Falls, Minnesota;
 * Saint Paul to Duluth, Minnesota (which at one time was also a pool operation, with Great Northern Railway and the Soo Line);
 * Duluth to Staples, Minnesota;
 * Saint Paul to Jamestown, North Dakota (the last remnant of the Alaskan);
 * Fargo, North Dakota to Winnipeg, Manitoba;

The Route of "the Great Big Baked Potato"

Hazen Titus was appointed as the line's dining car superintendent in 1908. He learned that Yakima Valley farmers were unable to sell their potato crops because the potatoes they were growing were simply too large; they fed them to the hogs. Titus learned that a single potato could weigh from two to five pounds, but that smaller potatoes were preferred by the end buyers of the vegetable because many people considered large potatoes inedible due to their thick, rough skin.

Titus and his staff discovered the "inedible" potatoes were delicious after baking in a slow oven. He contracted to purchase as many potatoes as the farmers could produce that were more than two pounds in weight. Soon after the first delivery of "Netted Gem Bakers", they were offered to diners on the North Coast Limited beginning in early 1909. Word of the line's specialty offering traveled quickly, and before long it was using "the Great Big Baked Potato" as a slogan to promote the railroad's passenger service. Hollywood stars were hired to promote it. When an addition was built for the Northern Pacific's Seattle commissary in 1914, a Railway Age reporter wrote, "A large trade mark, in the shape of a baked potato, 40 ft. long and 18 ft. in diameter, surmounts the roof. The potato is electric lighted and its eyes, through the electric mechanism, are made to wink constantly. A cube of butter thrust into its split top glows intermittently." Premiums such as postcards, letter openers, and spoons were also produced to promote "The Route of the Great Big Baked Potato"; the slogan served the Northern Pacific for about 50 years.

Presidents
Presidents of Northern Pacific Railway were:
 * Josiah Perham, 1864–1866.
 * John Gregory Smith, 1866–1872.
 * George Washington Cass, 1872–1875.
 * Charles Barstow Wright, 1875–1879.
 * Frederick Billings, 1879–1881.
 * Henry Villard, 1881–1884.
 * Robert Harris, 1884–1888.
 * Thomas Fletcher Oakes, 1888–1893.
 * Brayton Ives, 1893–1896.
 * Edward Dean Adams, 1896.
 * Edwin Winter, 1896.
 * Charles Sanger Mellen, 1897–1903.
 * Howard Elliott, 1903–1913.
 * Jule Murat Hannaford, 1913–1920.
 * Charles Donnelly, 1920–1939.
 * Charles Eugene Denney, 1939–1950.
 * Robert Stetson Macfarlane, 1951–1966.
 * Louis W. Menk, 1966–1970.

Chief engineers

 * Edwin Ferry Johnson (1803–1872), engineer-in-chief, 1867. Wrote The Railroad To the Pacific, Northern Route, Its General Characteristics, Relative Merits, Etc. in 1854.
 * William Milnor Roberts (1810–1881), engineer-in-chief, 1869 to 1879. Proposed the general route of the Northern Pacific from Bismarck to Portland. Also, Vice President, American Society of Civil Engineers, 1873 to 1878, and then President, 1878.
 * Adna Anderson (1827–1889), engineer-in-chief, February 18, 1880, to January 1888. In October 1886, he was also named second vice-president of the Northern Pacific. He completed the line between Saint Paul, Minnesota, and Wallula (where it connected with the Oregon Railway and Navigation Company's line to Portland), witnessing the driving of the last spike on September 8, 1883. Thereafter, he evaluated possible routes for the Cascade Division, intended to connect the NP at some point near the mouth of the Snake River with Tacoma, Washington on Puget Sound. Preliminary reconnaissance and surveys began in March 1880, and in autumn, 1883, Anderson concluded that the line should be built through Stampede Pass.
 * John William Kendrick (1853–1924), chief engineer, January 1888, to July 1893. From July 1893, to February 1, 1899, he was general manager of the reorganized Northern Pacific Railway.
 * Edwin Harrison McHenry (1859 – August 21, 1931), chief engineer, July 1893, to September 1, 1901. Subsequently, he was chief engineer for the Canadian Pacific Railway and then fourth vice-president of the New York, New Haven and Hartford Railroad.
 * William Lafayette Darling (1856–1938), chief engineer, September 1, 1901, to September 1903, and January 1906, to 1916. Between 1905 and 1906, he was chief engineer for the Chicago, Milwaukee, St. Paul and Pacific Railroad, returning to the NP in 1906 as chief engineer and also vice-president and engineer in charge of construction of the Spokane, Portland and Seattle Railway.
 * Edward J. Pearson (1863–1928), chief engineer, September 1903, to December 1905.
 * Howard Eveleth Stevens, chief engineer, 1916 to 1928.
 * Bernard Blum, chief engineer, 1928 to March 1953.
 * Harold Robert Peterson (1896–1963), chief engineer, March 1953, to May 1962.
 * Douglas Harlow Shoemaker, chief engineer, May 1962, to March 2, 1970.

Trademark
In search of a trademark, the Northern Pacific considered and rejected many designs. Edwin Harrison McHenry, the Chief Engineer, was struck with a geometric design, a Taijitu in the Korean flag he saw while visiting the Korean exhibit at the Chicago World's Fair in 1893. The idea came to him that it was just the symbol for the long-sought-for trademark. With a slight modification, and rendered in red and black, the symbol became the railroad's trademark.

In 1876, photographer Frank Jay Haynes began contract work with the railroad for publicity photographs. In 1881 he met Charles Fee and through his 20-year friendship with Fee, Haynes became known as the "Official Photographer of the N.P.R.R". His "Northern Pacific Views" photographically documented over the years, the routes, destinations, infrastructure and equipment of the railroad.

Primary sources and official sources

 * Campbell, Marius Robinson. Guidebook of the Western United States, Part A: The Northern Pacific Route, with a side trip to Yellowstone Park. Washington (D.C.): Government Printing Office, 1915.

title: Northern Pacific Railway


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Federal Department of Justice and Police

The Federal Department of Justice and Police (Eidgenössisches Justiz- und Polizeidepartement, Département fédéral de justice et police, Dipartimento federale di giustizia e polizia, ) is one of the seven departments of the Swiss federal government. As of 2024, it is headed by Federal Councillor Beat Jans. Until 1979, the department was known as the Department of Justice and Police.

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 * State Secretariat for Migration (SEM): Responsible for matters relating to foreign nationals and asylum seekers.
 * Federal Office of Justice (FOI): Responsible for providing legal advice to the administration, preparing general legislation, supervising government registers and collaborating on international judicial assistance.
 * Federal Office of Police (fedpol): Responsible for intercantonal and international information, coordination and analysis in internal security matters. It also operates the domestic intelligence service (Service for Analysis and Prevention SAP), and the Federal Criminal Police (FCP), which investigates crimes subject to federal jurisdiction.
 * Institutes
 * Federal Institute of Metrology (METAS): Provides calibration and accreditation services, supervises the use of measuring instruments and provides training in metrology.
 * Swiss Federal Institute of Intellectual Property (IPI): Registration authority for patents, trademarks and industrial design.
 * Swiss Institute of Comparative Law (SICL): Provides consultancy services on issues of comparative law.
 * Commissions
 * Federal Gaming Board (FGB): Regulates casinos and enforces Swiss gambling law (except lotteries, which are regulated by the cantons).
 * National Commission for the Prevention of Torture
 * Federal Commission on Migration
 * Federal Commission for the Administration of Copyright and Related Rights
 * Administratively assigned
 * Federal Audit Oversight Authority (FAOA)
 * Federal Commission for the Assessment of the Possibilities for the Treatment of Persons Interned for Life

List of heads of the department
• 1848–1849: Henri Druey

• 1850–1851: Jonas Furrer

• 1852 only: Henri Druey

• 1853–1854: Jonas Furrer

• 1855 only: Jakob Stämpfli

• 1856–1857: Jonas Furrer

• 1858 only: Josef Martin Knüsel

• 1859–1861: Jonas Furrer

• 1861–1863: Jakob Dubs

• 1864–1865: Josef Martin Knüsel

• 1866 only: Jakob Dubs

• 1867–1873: Josef Martin Knüsel

• 1874–1875: Paul Cérésole

• 1876–1880: Fridolin Anderwert

• 1881 only: Emil Welti

• 1882 only: Antoine Louis John Ruchonnet

• 1883 only: Adolf Deucher

• 1884–1893: Antoine Louis John Ruchonnet

• 1894–1895: Eugène Ruffy

• 1895–1897: Eduard Müller

• 1897–1900: Ernst Brenner

• 1901 only: Robert Comtesse

• 1902–1907: Ernst Brenner

• 1908 only: Josef Anton Schobinger

• 1908 only: Ludwig Forrer

• 1909–1911: Ernst Brenner

• 1911 only: Arthur Hoffmann

• 1912 only: Eduard Müller

• 1913 only: Camille Decoppet

• 1914–1919: Eduard Müller

• 1920–1934: Heinrich Häberlin

• 1934–1940: Johannes Baumann

• 1941–1951: Eduard von Steiger

• 1952–1958: Markus Feldmann

• 1959 only: Friedrich Traugott Wahlen

• 1960–1971: Ludwig von Moos

• 1972–1982: Kurt Furgler

• 1983–1984: Rudolf Friedrich

• 1984–1989: Elisabeth Kopp

• 1989–1999: Arnold Koller

• 1999–2003: Ruth Metzler

• 2004–2007: Christoph Blocher

• 2008–2010: Eveline Widmer-Schlumpf

• 2010-2018: Simonetta Sommaruga

• 2019-2022: Karin Keller-Sutter

• 2023 only: Élisabeth Baume-Schneider

• Since 2023: Beat Jans

license: Creative Commons - Attribution Share-Alike - https://creativecommons.org/licenses/by-sa/4.0/


text:
Aldol condensation

An aldol condensation is a condensation reaction in organic chemistry in which two carbonyl moieties (of aldehydes or ketones) react to form a β-hydroxyaldehyde or β-hydroxyketone (an aldol reaction), and this is then followed by dehydration to give a conjugated enone.

The overall reaction equation is as follows (where the Rs can be H)

Aldol condensations are important in organic synthesis and biochemistry as ways to form carbon–carbon bonds.

In its usual form, it involves the nucleophilic addition of a ketone enolate to an aldehyde to form a β-hydroxy ketone, or aldol (aldehyde + alcohol), a structural unit found in many naturally occurring molecules and pharmaceuticals.

The term aldol condensation is also commonly used, especially in biochemistry, to refer to just the first (addition) stage of the process—the aldol reaction itself—as catalyzed by aldolases. However, the first step is formally an addition reaction rather than a condensation reaction because it does not involve the loss of a small molecule.

Mechanism
The first part of this reaction is an Aldol reaction, the second part a dehydration—an elimination reaction (Involves removal of a water molecule or an alcohol molecule). Dehydration may be accompanied by decarboxylation when an activated carboxyl group is present. The aldol addition product can be dehydrated via two mechanisms; a strong base like potassium t-butoxide, potassium hydroxide or sodium hydride deprotonates the product to an enolate, which eliminates via the E1cB mechanism, while dehydration in acid proceeds via an E1 reaction mechanism. Depending on the nature of the desired product, the aldol condensation may be carried out under two broad types of conditions: kinetic control or thermodynamic control. Both ketones and aldehydes are suitable for aldol condensation reactions. In the examples below, aldehydes are used.

Base-catalyzed aldol condensation

 * Base-catalysed aldol condensation.svg

Acid-catalyzed aldol condensation

 * Acid-catalysed aldol condensation.svg

Crossed aldol condensation
A crossed aldol condensation is a result of two dissimilar carbonyl compounds containing α-hydrogen(s) undergoing aldol condensation. Ordinarily, this leads to four possible products as either carbonyl compound can act as the nucleophile and self-condensation is possible, which makes a synthetically useless mixture. However, this problem can be avoided if one of the compounds does not contain an α-hydrogen, rendering it non-enolizable. In an aldol condensation between an aldehyde and a ketone, the ketone acts as the nucleophile, as its carbonyl carbon does not possess high electrophilic character due to the +I effect and steric hindrance. Usually, the crossed product is the major one. Any traces of the self-aldol product from the aldehyde may be disallowed by first preparing a mixture of a suitable base and the ketone and then adding the aldehyde slowly to the said reaction mixture. Using too concentrated base could lead to a competing Cannizzaro reaction.

Examples
The Aldox process, developed by Royal Dutch Shell and Exxon, converts propene and syngas to 2-ethylhexanol via hydroformylation to butyraldehyde, aldol condensation to 2-ethylhexenal and finally hydrogenation. Pentaerythritol is produced on a large scale beginning with crossed aldol condensation of acetaldehyde and three equivalents of formaldehyde to give pentaerythrose, which is further reduced in a Cannizzaro reaction.

Scope
Ethyl 2-methylacetoacetate and campholenic aldehyde react in an Aldol condensation. The synthetic procedure is typical for this type of reaction. In the process, in addition to water, an equivalent of ethanol and carbon dioxide are lost in decarboxylation.

Ethyl glyoxylate 2 and glutaconate (diethyl-2-methylpent-2-enedioate) 1 react to isoprenetricarboxylic acid 3 (isoprene (2-methylbuta-1,3-diene) skeleton) with sodium ethoxide. This reaction product is very unstable with initial loss of carbon dioxide and followed by many secondary reactions. This is believed to be due to steric strain resulting from the methyl group and the carboxylic group in the cis-dienoid structure.

Occasionally, an aldol condensation is buried in a multistep reaction or in catalytic cycle as in the following example:

In this reaction an alkynal 1 is converted into a cycloalkene 7 with a ruthenium catalyst and the actual condensation takes place with intermediate 3 through 5. Support for the reaction mechanism is based on isotope labeling.

The reaction between menthone ((2S,5R)-2-isopropyl-5-methylcyclohexanone) and anisaldehyde (4-methoxybenzaldehyde) is complicated due to steric shielding of the ketone group. This obstacle is overcome by using a strong base such as potassium hydroxide and a very polar solvent such as DMSO in the reaction below:

The product can epimerize by way of a common intermediate—enolate A—to convert between the original (S,R) and the (R,R) epimers. The (R,R) product is insoluble in the reaction solvent whereas the (S,R) is soluble. The precipitation of the (R,R) product drives the epimerization equilibrium reaction to form this as the major product.

Other condensation reactions
There are other reactions of carbonyl compounds similar to aldol condensation:

 * When the base is an amine and the active hydrogen compound is sufficiently activated the reaction is called a Knoevenagel condensation.
 * In a Perkin reaction the aldehyde is aromatic and the enolate generated from an anhydride.
 * Claisen-Schmidt condensation between an aldehyde or ketone having an α-hydrogen with an aromatic carbonyl compound lacking an α-hydrogen.
 * A Claisen condensation involves two ester compounds.
 * A Dieckmann condensation involves two ester groups in the same molecule and yields a cyclic molecule
 * In the Japp–Maitland condensation water is removed not by an elimination reaction but by a nucleophilic displacement
 * A Robinson annulation involves an α,β-unsaturated ketone and a carbonyl group, which first engage in a Michael reaction prior to the aldol condensation.
 * In the Guerbet reaction, an aldehyde, formed in situ from an alcohol, self-condenses to the dimerized alcohol.

title: Aldol condensation


text:
King Curtis

Curtis Ousley (born Curtis Montgomery; February 7, 1934 – August 13, 1971), known professionally as King Curtis, was an American saxophonist who played rhythm and blues, jazz, and rock and roll. A bandleader, band member, and session musician, he was also a musical director and record producer. A master of the instrument, he played tenor, alto, and soprano saxophone. He played riffs and solos on hit singles such as "Respect" by Aretha Franklin (1967), and "Yakety Yak" by The Coasters (1958) and his own "Soul Twist" (1962), "Soul Serenade" (1964), and "Memphis Soul Stew" (1967).

Early life
Curtis Montgomery was born in Fort Worth, Texas, the son of Ethel Montgomery, and was adopted, with his sister Josephine Allen (died 2019), by Josie and William Ousley. Curtis attended I.M. Terrell High School, and studied and performed music with schoolmate Ornette Coleman (1930–2015).

Career
Curtis started playing saxophone at the age of twelve in the Fort Worth area. He took interest in many musical genres including jazz, rhythm and blues, and popular music. As a student pursuing music, he turned down college scholarships in order to join the Lionel Hampton Band. During his time with Hampton, he was able to write and arrange music and learn guitar. In 1952 Curtis decided to move to New York and became a session musician, recording for such labels as Prestige, Enjoy, Capitol, and Atco. He recorded with Nat Adderley, Wynton Kelly, Buddy Holly, and Andy Williams as well as playing on Waylon Jennings' first ever recording in 1958.

Stylistically, Curtis took inspiration from saxophonists Lester Young, Louis Jordan, Illinois Jacquet, Earl Bostic, and Gene Ammons. Known for his syncopated and percussive style, he was both versatile and powerful as a musician. He put together a group during his time as a session musician that included Richard Tee, Cornell Dupree, Jerry Jemmott, and Bernard Purdie.

Move into rock
Curtis enjoyed playing both jazz and rhythm and blues but decided he would make more money as a rhythm and blues musician. In a 1971 interview with Charlie Gillett he said: "I love the authentic rhythm and blues more than anything, and I also like to live well." From the 1950s until the mid-1960s, he worked as a session musician, recording under his own name and with others such as The Coasters, with whom he recorded "Yakety Yak" and "Charlie Brown", among others. Buddy Holly hired him for session work, during which they recorded "Reminiscing." Holly wrote this song, but gave Curtis the songwriting credit for flying down to the session. His best-known singles from this period are "Soul Twist"—his highest-charting single, reaching number one on the R&B chart and number 17 on the Billboard pop chart—and "Soul Serenade." He provided backing on a number of songs for LaVern Baker, including her 1958 hit single "I Cried a Tear", where his saxophone became "a second voice".

In 1965 he moved to Atlantic Records and recorded his most successful singles, "Memphis Soul Stew" and "Ode to Billie Joe" (1967). In 1966 Curtis recorded 3 songs with Jimi Hendrix, "Linda Lou", "Baby How About You" and "I Can't Take It". Unissued, the tapes were later destroyed in a fire at Atlantic's master tape library. He worked with The Coasters, and led Aretha Franklin's backing band the Kingpins. The Kingpins opened for the Beatles during their 1965 performance at Shea Stadium. Curtis produced records, often working with Jerry Wexler and recorded for Groove Records during this period, including the Joe South song "Games People Play" with guitarist Duane Allman. One unique session came in 1963, when Curtis provided the honking sax backing for Mad Magazine's novelty burping record, "It's a Gas."

In March 1971 he appeared with Aretha Franklin and the Kingpins at the Fillmore West, which resulted in two live albums: Aretha Live at Fillmore West, and Curtis' own Live at Fillmore West. In July 1971, Curtis recorded saxophone solos on "It's So Hard" and "I Don't Wanna Be a Soldier" from John Lennon's Imagine. Along with the Rimshots, he recorded the original theme song for the 1971 hit television show Soul Train, titled "Hot Potatoes".

On June 17, 1971, Curtis played at the Montreux Jazz Festival, in the Casino Kursaal, with Champion Jack Dupree, backed by Cornell Dupree on guitar, Jerry Jemmott on bass and Oliver Jackson on drums. The recording of the concert was later released as the 1973 album King Curtis & Champion Jack Dupree – Blues at Montreux on the Atlantic label.

Death
Curtis was stabbed late on the night of August 12, 1971, during an argument with Juan Montanez who was loitering on Curtis's front steps with an unidentified female. He was discovered on the steps outside his Manhattan apartment at 50 West 86th Street. Curtis was attempting to access the fusebox to his house (his central air conditioning system was tripping the breaker) when he confronted Montanez, who refused to move from the entrance. A fight ensued and Montanez stabbed Curtis. Curtis was transferred to Roosevelt Hospital, where he died early on the morning of August 13, 1971. In March 1972, Montanez had his charge reduced from second degree murder to second degree manslaughter in exchange for pleading guilty. He was released on December 5, 1977, from the Wallkill Correctional Facility for good behavior.

On the day of Curtis's funeral, Atlantic Records closed their offices. Jesse Jackson administered the service and as the mourners filed in, Curtis's band, the Kingpins, played "Soul Serenade". Among those attending were Ousley's immediate family, including sister Josephine Ousley Allen, other family members, Aretha Franklin, Cissy Houston, Brook Benton and Duane Allman. Franklin sang the closing spiritual "Never Grow Old" and Stevie Wonder performed "Abraham, Martin and John and now King Curtis". Allman went on to honor Curtis by interweaving a medley of "Soul Serenade" into the band's rendition of "You Don't Love Me", first in a show at the Academy of Music on East 14th Street in Manhattan on August 15, and later during a live in-studio recording at A&R Studios in Manhattan on August 26, recorded for posterity and released on LP as part of the band's Dreams compilation in 1989.

Portrayals
In the film The Buddy Holly Story (1978), King Curtis was played by actor Craig White. He appears in the scene at New York's Apollo Theater, which would have taken place between August 16–22, 1957. during Holly's Irvin Feld Tour. In the television series Genius: Aretha Franklin he is portrayed by actor Marque Richardson. The novelty instrumental Yakety Sax by Boots Randolph is based on Curtis's solo in the Coasters' Yakety Yak.

Awards
In 1970, a year before his death, Curtis won the Best R&B Instrumental Performance Grammy for "Games People Play". He was posthumously inducted into the Rock and Roll Hall of Fame on March 6, 2000.

Albums

 * Have Tenor Sax, Will Blow (1959) Atco 33-113; CD reissue: Collectables COL-6418
 * Azure (1960) Everest LPBR-5121/SDBR-1121; CD reissue: Acrobat ACMCD-4230
 * The New Scene of King Curtis (1960) [also released as King Soul! in 1973] New Jazz NJLP-8237; CD reissue: Prestige 24033 – with Nat Adderley
 * Soul Meeting (1960) Prestige PRLP-7222; CD reissue: Prestige 24033 – with Nat Adderley
 * Soul Battle (1960; rel. 1962) Prestige PRLP-7223; CD reissue: Original Jazz Classics/Fantasy OJC-325 – with Oliver Nelson, Jimmy Forrest
 * Arthur Murray's Music for Dancing – The Twist! (Authentic Music by the King Curtis Combo) (1961) RCA Victor LSP-2494
 * Trouble in Mind (1961) Tru-Sound TRU-15001; CD reissue: Original Blues Classics/Fantasy OBC-512
 * Old Gold (1961) Tru-Sound TRU-15006; CD reissue: Prestige 24153 as Night Train
 * It's Party Time with King Curtis (1962) Tru-Sound TRU-15008; CD reissue: Prestige 24153 as Night Train
 * Doing the Dixie Twist (1962) Tru-Sound TRU-15009
 * Soul Twist with King Curtis & the Noble Knights (1962) Enjoy ENLP-2001; CD reissue: Collectables COL-5119
 * The Shirelles and King Curtis Give a Twist Party (1962) [also released as Eternally, Soul in 1968] Scepter SPS-505; CD reissue: Sundazed SC-6013 – with The Shirelles
 * Country Soul (1962) Capitol ST-1756
 * Soul Serenade (1964) Capitol ST-2095
 * Plays the Hits Made Famous by Sam Cooke (1965) Capitol ST-2341
 * That Lovin' Feeling (1966) Atco 33-189; CD reissue: Collectables COL-6518
 * Live at Small's Paradise (1966) Atco 33-198; CD reissue: Collectables COL-6418
 * Plays the Great Memphis Hits (1967) Atco 33-211; CD reissue: Koch KOC-8015
 * King Size Soul (1967) Atco 33-231; CD reissue: Koch KOC-8015 – with the Kingpins
 * The Best of King Curtis (1967) Capitol ST-2858; CD reissue: Collectables COL-5687 (note: CD reissue includes 7 bonus tracks)
 * Sax in Motion (1968) RCA Camden CAS-2242
 * Sweet Soul (1968) Atco 33-247; CD reissue: Spy 46006
 * The Best of King Curtis (1968) Atco 33-266; LP reissue: Friday Music 33266
 * The Best of King Curtis (1969) Prestige PR-7709
 * Instant Groove (1969) Atco 33-293; CD reissue: Wounded Bird WOU-6045 – with Duane Allman on 4 tracks [Allman solos on "Foot Pattin'", "Games People Play", "The Weight", "Hey Jude"]
 * Get Ready (1970) Atco 33-338; CD reissue: Wounded Bird WOU-6045
 * Do Your Thing (1970) Atlantic Special [Netherlands] ("Flash Back" series) 2358 009; CD reissue: Wounded Bird WOU-2358
 * Live at Fillmore West (1971) Atco 33-359; CD reissue: Rhino R2-77632 – with the Kingpins
 * The Best of King Curtis: One More Time (1972) Prestige PR-7775
 * Everybody's Talkin'  (1970; rel. 1972) Atco 33-385; CD reissue: Spy 46006
 * King Curtis & Champion Jack Dupree – Blues at Montreux (1971; rel. 1973) Atlantic SD-1637; CD reissue: Atlantic 81389 – with Champion Jack Dupree
 * Live in New York (1985) JSP 1091; CD reissue: JSP 8812
 * King Curtis: 16 Original Hits (Atlantic Soul Classics) (1991) Convoy [Germany] 849 804
 * Blow Man, Blow! (1992, 3CD) Bear Family BCD-15670 (compilation of all Capitol material)
 * Instant Soul: The Legendary King Curtis (1994) Razor & Tie RE-2054
 * King Curtis: The Platinum Collection (2007) Warner Platinum/Rhino 8122-79994-5
 * Wail Man Wail! – The Best of King Curtis 1952–1961 (2012, 3CD) Fantastic Voyage FVTD-088
 * Sax Scene (2013, 2CD) Not Now Music NOT2CD-510 (reissues/compilation of The New Scene of King Curtis and Soul Meeting)
 * The Complete Atco Singles (2015, 3CD) Real Gone Music 0413
 * Soul Twistin' with the King! (2017) Jasmine JASCD-940 (this compilation concentrates on his twistin' adventures, comprising the subsequent Soul Twist album, alongside an earlier album, Arthur Murray's Music for Dancing – The Twist! plus 4 tracks from The Shirelles & King Curtis – Give a Twist Party album)

Chart singles

 * Billboard did not publish an R&B chart during this period

As sideman
With Aretha Franklin
 * I Never Loved a Man the Way I Love You (Atlantic, 1967)
 * Aretha Arrives (Atlantic, 1967)
 * Lady Soul (Atlantic, 1968)
 * Soul '69 (Atlantic, 1969)
 * Aretha Live at Fillmore West (Atlantic, 1971)

With others
 * Ernestine Allen, Let It Roll (Tru-Sound, 1961)
 * Buddy Holly,  Reminiscing  (Coral, 1963)
 * Brook Benton, Home Style (Cotillion, 1970)
 * Ruth Brown, Miss Rhythm (Atlantic, 1959)
 * Ray Bryant, MCMLXX (Atlantic, 1970)
 * Sam Cooke, Live at the Harlem Square Club, 1963 (RCA, 1985)
 * Fats Domino, Fats Is Back (Reprise, 1968)
 * Jimmy Forrest, Soul Street (New Jazz, 1964)
 * Lionel Hampton, The Many Sides of Hamp (Glad, 1961)
 * Eddie Harris, The Electrifying Eddie Harris (Atlantic, 1968)
 * Donny Hathaway, Everything Is Everything (ATCO, 1970)
 * Donny Hathaway, Donny Hathaway (ATCO, 1971)
 * Freddie King, Freddie King Is a Blues Master (Cotillion, 1969)
 * Freddie King, My Feeling for the Blues (Cotillion, 1970)
 * John Lennon, Imagine (Apple, 1971)
 * Herbie Mann, Our Mann Flute (Atlantic, 1966)
 * Herbie Mann, The Beat Goes On (Atlantic, 1967)
 * Arif Mardin, Glass Onion (Atlantic, 1969)
 * Carmen McRae, Just a Little Lovin (Atlantic, 1970)
 * NRBQ, NRBQ (Columbia, 1970)
 * Esther Phillips, Burnin (Atlantic, 1970)
 * The Rascals, Once Upon a Dream (Atlantic, 1968)
 * The Rascals, Freedom Suite (Atlantic, 1969)
 * Shirley Scott, Shirley Scott & the Soul Saxes (Atlantic, 1969)
 * Sunnyland Slim, Slim's Shout (Prestige Bluesville, 1961)
 * Lonnie Smith, Finger Lickin' Good (Columbia, 1967)
 * Arbee Stidham, Tired of Wandering (Bluesville, 1961)
 * Roosevelt Sykes, The Honeydripper (Prestige Bluesville, 1961)
 * Alex Taylor, With Friends and Neighbors (Capricorn, 1971)
 * Gary Wright, Footprint (A&M, 1971)

title: King Curtis


text:
User talk:Rlandmann/archive1

Hello there, welcome to the 'pedia! I hope you like the place and decide to stay. If you need pointers on how we title pages visit Naming conventions or how to format them visit our manual of style. If you have any other questions about the project then check out Help or add a question to the Village pump. Cheers! --maveric149

Hi Rlandmann. I see you are adding to Aircraft types. Great! I was beginning to think that I was playing a lone hand keeping that page up to date! Right now it's just a plain vanilla list, but in the back of my mind I figure that, sooner or later, it can become a sort of master index to all the Wikipedia aircraft entries, something that is really worth browsing through. I seem to be working on the other, even more interesting, sort of flying machines this week (the ones with feathers), but no doubt I'll be back to do a few more aircraft entries, or un-stub some before too long. Cheers -- Tannin 13:35 Mar 19, 2003 (UTC)

Hey! I noticed you added the table to Shenzhou 5, and I was wondering if perhaps you'd like to help with WikiProject Space Missions, which has, as its aim, to standardize these tables as well as parts of the articles themselves. If you're interested, feel free to join in the discussions on the talk page. -- Pipian 16:17, 16 Oct 2003 (UTC) -

Another closet Aussie? Consider adding yourself to Wikipedians/Australia. -- Tim Starling 00:53, Oct 20, 2003 (UTC)

I enjoyed reading the Holy Prepuce page that you wrote. I found it hilarious. Maximus Rex 07:27, 31 Oct 2003 (UTC)

Hi,

Do you know the hull number, etc, of the All Good Things... Enterprise? I think the data I and the anonymous user added on it could be used. -- Pakaran 01:56, 13 Nov 2003 (UTC)

 * Ok thanks. I'll put it there probably Friday - I have a huge school project due tomorrow night...  or I may put it there in the meantime :).

moved from user page

Have you considered how to breakup the List of Aust. Naval Ships to make more manageable sized pages?Skeetch 14:34, Oct 30, 2003 (UTC)

Is there a significant difference between a minesweeper and minehunter? Would it be appropriate to link both to the same page, perhaps with a clarifying paragraph? Skeetch 17:35, Oct 30, 2003 (UTC)

Regarding ejector seats. It might be better to have corrected my addition rather than simply revert it out of existence. Maybe the word "British" could go in there... it's hard to find too much history on the very early use of ejector seats prior to the allies work on them post WW2, so if you know much about the german work, maybe you could have a look at the article (on seats) and see if it can be worked in there somehow. Thanks. GRAHAMUK 06:51, 5 Dec 2003 (UTC)

Excellent article on Walter! Maury 13:23, 31 Dec 2003 (UTC)

No problem with copying the stuff across from E2 for me. Sorry about the lateness of my reply but have been on holiday for a week and the only access to the internet I've had was through a 14.4 modem (usually I have a 50.6 connection which although not fast is better than 14.4). - enceladus - Dec 31, 2003 22:35 UTC

Hello Rlandmann. I am glad that you've copyedited the article about Herman Potočnik Noordung, since it was not written by a native speaker. If you take a look to the page history, the article was already extensivelly copyedited, mostly by Rmhermen, so why such a major revision? I have to agree with your copyedits and I would like to give here some of my arguments for unacceptable changes: (just in short).
 * 1) my language uses the word cosmonautics equally as astronautics. I can't see why English do not,
 * 2) what is wrong with Clarke's letter on 1993-01-15? For me it is interesting and I guess it is also for other readers,
 * 3) you've put out all notes about Vojko Kogej's work of Potočnik's life and work. You should consider that Kogej is one of the most qualified persons to discuss Potočnik's work. I think his detective work in 1984 in Berlin's Staatsbibliothek was not just a cat's cough (as we say),
 * 4) Von Braun's note that Potočnik was one of his teachers is now also out, ....
 * 5) it was clearly written that beside Oberth also Wernher von Braun and Arthur Charles Clarke seriously took Potočnik's ideas (or concepts (what a difference?)). Now sentence says something else if not enough,
 * 6) you've moved out also all Russian "middle names" ("father's names")- I can see that this is common habit in English language, originally is not, ....,
 * 7) "ordunga" is a Slovene colloquial language word not of literary one, so it should be stated so, ....
 * 8) (addition 1) his calculation of Syncom 2 is also left out now. I thought that one of the purposes of encyclopedia is an information, (but now I'm not sure anymore), ....

So, in a general I agree with your language improvements - but I can't agree with so many changes of contents. I hope you'll respond somehow. Best regards. --XJamRastafire 04:42, 17 Jan 2004 (UTC)

G'day. I notice you provided and wondered whether you'd like to provide the details of the source, and why you think the image can be used in Wikipedia.

Good to see another Aussie doing quality work, keep it up! Andrewa 00:09, 22 Jan 2004 (UTC)

I returned German aircraft carrier Graf Zeppelin to its original title. We greatly appreciate your help; please review our naming standards at Wikiproject Ships so that your work will be as effective as possible. --the Epopt 14:46, 30 Jan 2004 (UTC)

Hi, would you have a look at the talk page for sherbet? I would have given you my sources if you'd asked, it's definately slang for beer in some places whether you've heard of it or not. :) fabiform | talk 03:06, 3 Feb 2004 (UTC) --- I do indeed intend to go back and sort out at least some of those pages, although I probably won't be the first to get to all of them. My rationale is that it is better to provide a frame work on all the pages, thus allowing others to fill it in, than to have perfect pages immediately. David Newton 12:21, 6 Feb 2004 (UTC) --- I made no ad hominem comments and I stand by what I wrote. I am also opposed to editing Talk pages to remove evidence of discussions. Adam 23:32, 17 Feb 2004 (UTC)

Perhaps we have different definitions of ad hominem. If I had said "Rlandmann is a fool," that would be an ad hominem comment. If I say "Rlandmann's comments are arrogant and patronising" (which I found them to be), I don't regard that as ad hominem. Having said that, I have no desire to pursue the argument. If you found my comments offensive, I apologise. I agree that the issue of the article's title ought to be submitted to somebody else's arbitration. Adam 23:50, 17 Feb 2004 (UTC)

I really don't want to have this discussion over again, but since you insist: this is the comment I found to be arrogant, patronising and contemptuous of people who don't read German and/or are not as familiar with German aviation history as you are.

 * With respect, that remark just shows that you are in no position to be commenting on this subject. You are clearly unfamiliar with the literature, "specialist" though you may consider it. Reichsluftfahrtministerium may not be suitable for the simple English wiki ("Gee! Look at all those letters!"), but is perfectly fine here, as even minimal research would show you.

Given this attitude, I didn't feel inclined to debate specific issues any further, and that is what I then said. Adam 00:16, 18 Feb 2004 (UTC)

I didn't say I found the comment "offensive" in a personal sense - I have a very thick skin. I said I found it indicative of your attitude, and decided not to argue the matter further in the light of that. My use of the word "rubbish" was perhaps undiplomatic, but it is rubbish to say that Reichsluftfahrtministerium is a word that is as familiar to English-speakers as Reich or Luftwaffe, which have been popularised by war movies etc. Adam 01:30, 18 Feb 2004 (UTC)

Of course many article titles are meaningless to many readers. If you don't know what hermeneutics are, you won't understand the article title. But that doesn't mean we should deliberately and unnecessarily use a title which will be meaningless to most readers, when rendering the title into English will make it more comprehensible. I am quite consistent about this. I would call an article about the Kuomintang Nationalist Party (China), even though Kuomintang is more widely used in English than is Reichsluftfahrtministerium. When I wrote an article about the Bund, I called it General Jewish Labor Union, which is the English translation of its name, even though the word Bund is widely used. Adam 03:13, 18 Feb 2004 (UTC)

I don't attempt to change Kuomintang or Luftwaffe because (a) those terms are reasonably well known in English, and (b) I would not win those arguments and I do get sick of arguing with people all the time. That doesn't mean I can't and won't object to particularly egregious examples of incomprehensible foreign-language titles (like Reichsluftfahrtministerium). Adam 04:00, 18 Feb 2004 (UTC)

Yes. Most people will thank RLM is a misprint for REM. Adam 05:56, 18 Feb 2004 (UTC)

I am being slightly facetious, as I tend to do during extremely tiresome arguments. So sue me. My entirely serious opinion is that 90% of people will never have seen the acronym RLM. I must confess to being absolutely astonished that you are persisting in the view that either Reichsluftfahrtministerium or RLM is a suitable title for an English-language encyclopaedia when it is perfectly simple to use an English title with redirects from the German ones. Do the article titles Obed'enniy Gosudarstvennoi Politicheskii Upravlennie or & or Rénmín Jiefàng Jun or Tsusho-sangyo-sho convey much information to you? They are all well-known organisations, but 90% of readers would not be able to determine which organisations they are. Adam 06:52, 18 Feb 2004 (UTC)

You say: "the standard way of referring to the German Air Ministry (1933-1945) is by its native name or acronym." My point is that there is no standard way of referring to these things in English (the language of this encyclopaedia), since they are not sufficiently well-known to English-speakers, except for German aviation history buffs, to have a standard designation. So I made one up. I am now persuaded that German Air Ministry is not the best possible choice, but I maintain the view that in an English-language encyclopaedia articles should have English titles unless there is a very good reason why they should not, which is not the case here.

You also say: "It doesn't help when people so often attribute decisions and actions of the RLM to the Luftwaffe as if the two bodies were one-and-the-same." No doubt. The way to solve this is to write an accessible article on the Reich Aviation Ministry that explains the difference, not to conceal your article behind an esoteric title which no-one not already familiar with the subject will recognise. Adam 08:09, 18 Feb 2004 (UTC)

I'm not inclined to spend the rest of my life debating this, so I won't push the point any further. Adam 00:32, 19 Feb 2004 (UTC)

Ok, so now that Adam has given up on the argument AFTER causing all the damage, what exactly AM I supposed to call my article on the RLM? "German Air Ministry (1933-45)" is about as stupid a title as I can imagine, how he could possibly consider that am improvement is beyond me.

You know what's astounding? On his page he claims that only registered people should be able to edit -- I assume so that one can discuss edits on talk pages. So this being the case, why didn't he ask first?

Anyway, back to the real world...

Maury 01:23, 19 Feb 2004 (UTC)

Hi Rlandmann. Regarding your request about the Atlas Cheetah article. I was actually thinking about writing an article about it, so my answer is "Yes" :-). Although there is quite a bit about it under the Mirage III already, but it is a bit long and unstructured. I suppose some can be re-used and the rest deleted except for a short reference once the Cheetah article is written. Elf-friend 22:26, 23 Feb 2004 (UTC)

Please forgive me if I am talking to the wrong person but did you do the Redirect from Embraer ERJ 145 to EMBRAER ERJ-145? If so, then there's a small error. The capital letters for EMBRAER are correct but there is certainly no hyphen in ERJ 145. I just like WP to be accurate! Have a look at www.embraer.com (the manufacturers own site). Best Wishes, Adrian Pingstone 15:20, 25 Feb 2004 (UTC)

Hi from Adrian! Seahawk is on my Watchlist (because I put the pic on) and I think I see a mistake. You've redirected SH-60 Seahawk to SH-60 Sea Hawk. I think this is backwards. The manufacturers site (www.sikorsky.com) uses Seahawk throughout and it’s very unlikely the US Navy will have changed the name. So I think its certain the helicopter is Seahawk. So the article now looks odd, with the title being SH-60 Sea Hawk and the rest of the text saying (correctly) Seahawk. (Oddly the Black Hawk is Black Hawk on the Sikorsky site). If you agree with me can you make the correction? I can’t because I only do illustrating and don’t know anything about Redirects. Sorry to be so fussy. Adrian Pingstone 14:20, 27 Feb 2004 (UTC

title: User talk:Rlandmann/archive1


text:
Thutmose I

Thutmose I (sometimes read as Thutmosis or Tuthmosis I, Thothmes in older history works in Latinized Greek; meaning "Thoth is born") was the third pharaoh of the 18th Dynasty of Egypt. He received the throne after the death of the previous king, Amenhotep I. During his reign, he campaigned deep into the Levant and Nubia, pushing the borders of Egypt farther than ever before in each region. He also built many temples in Egypt, and a tomb for himself in the Valley of the Kings; he is the first king confirmed to have done this (though Amenhotep I may have preceded him).

Thutmose I's reign is generally dated to 1506–1493 BC, but a minority of scholars—who think that astrological observations used to calculate the timeline of ancient Egyptian records, and thus the reign of Thutmose I, were taken from the city of Memphis rather than from Thebes—would date his reign to 1526–1513 BC. He was succeeded by his son Thutmose II, who in turn was succeeded by Thutmose II's sister, Hatshepsut.

Family
It has been speculated that Thutmose's father was Amenhotep I. His mother, Senseneb, was of non-royal parentage and may have been a lesser wife or concubine. Queen Ahmose, who held the title of Great Royal Wife of Thutmose, was probably the daughter of Ahmose I and the sister of Amenhotep I; however, she was never called "king's daughter," so there is some doubt about this, and some historians believe that she was Thutmose's own sister. Assuming she was related to Amenhotep, it could be thought that she was married to Thutmose in order to guarantee succession. However, this is known not to be the case for two reasons. Firstly, Amenhotep's alabaster bark built at Karnak associates Amenhotep's name with Thutmose's name well before Amenhotep's death. Secondly, Thutmose's first-born son with Ahmose, Amenmose, was apparently born long before Thutmose's coronation. He can be seen on a stela from Thutmose's fourth regnal year hunting near Memphis, and he became the "great army-commander of his father" sometime before his death, which was no later than Thutmose's own death in his 12th regnal year. Thutmose had another son, Wadjmose, and two daughters, Hatshepsut and Nefrubity, by Ahmose. Wadjmose died before his father, and Nefrubity died as an infant.

Thutmose had also one son by his another wife, Mutnofret, who was likely a daughter of Ahmose I and a sister of Amenhotep I. This son succeeded him as Thutmose II, whom Thutmose I married to his daughter, Hatshepsut. It was later recorded by Hatshepsut that Thutmose willed the kingship to both Thutmose II and Hatshepsut. However, this is considered to be propaganda by Hatshepsut's supporters to legitimise her claim to the throne when she later assumed power.

Dates and length of reign
A heliacal rising of Sothis was recorded in the reign of Thutmose's predecessor, Amenhotep I, which has been dated to 1517 BC, assuming the observation was made at Thebes. The year of Amenhotep's death and Thutmose's subsequent coronation can be accordingly derived, and is dated to 1506 BC by most modern scholars. However, if the observation were made at either Heliopolis or Memphis, as a minority of scholars promote, Thutmose would have been crowned in 1526 BC. Manetho records that Thutmose I's reign lasted 12 Years and 9 Months (or 13 Years) as a certain Mephres in his Epitome. This data is supported by two dated inscriptions from Years 8 and 9 of his reign bearing his cartouche found inscribed on a stone block in Karnak. Accordingly, Thutmose is usually given a reign from 1506 BC to 1493 BC (low chronology), but a minority of scholars would date him from 1526 BC to 1513 BC (high chronology).

Military achievements
Upon Thutmose's coronation, Nubia rebelled against Egyptian rule. According to the tomb autobiography of Ahmose, son of Ebana, Thutmose traveled up the Nile and fought in the battle, personally killing the Nubian king. Upon victory, he had the Nubian king's body hung from the prow of his ship, before he returned to Thebes. After that campaign, he led a second expedition against Nubia in his third year in the course of which he ordered the canal at the first cataract—which had been built under Sesostris III of the 12th Dynasty—to be dredged in order to facilitate easier travel upstream from Egypt to Nubia. This helped integrate Nubia into the Egyptian empire. This expedition is mentioned in two separate inscriptions by the king's son Thure: "Year 3, first month of the third season, day 22, under the majesty of the King of Upper and Lower Egypt, Aakheperre who is given life. His Majesty commanded to dig this canal after he found it stopped up with stones [so that] no [ship sailed upon it]; Year 3, first month of the third season, day 22. His Majesty sailed this canal in victory and in the power of his return from overthrowing the wretched Kush."

In the second year of Thutmose's reign, the king cut a stele at Tombos, which records that he built a fortress at Tombos, near the third cataract, thus permanently extending the Egyptian military presence, which had previously stopped at Buhen, at the second cataract.

Campaign in the Levant and Syria
Thutmose's Tombos stele indicates that he had already fought a campaign in Syria; hence, his Syrian campaign may be placed at the beginning of his second regnal year. This second campaign was the farthest north any Egyptian ruler had ever campaigned.

Although it has not been found in modern times, he apparently set up a stele when he crossed the Euphrates River. During this campaign, the Syrian princes declared allegiance to Thutmose. However, after he returned, they discontinued tribute and began fortifying against future incursions. Thutmose celebrated his victories with an elephant hunt in the area of Niy, near Apamea in Syria, and returned to Egypt with strange tales of the Euphrates, "that inverted water which flows upstream when it ought to be flowing downstream." The Euphrates was the first major river which the Egyptians had ever encountered which flowed from the north, which was downstream on the Nile, to the south, which was upstream on the Nile. Thus the river became known in Egypt as simply, "inverted water."

Textual sources from the time of Thutmose I include references to Retenu, Naharin, and the 'land of Mitanni'. The last is believed to be the first historical reference to that kingdom.

Many Levantine sites were destroyed in the middle of the 16th century B.C., and these destructions have often been attributed to the military campaigns of Thutmose I, or of his predecessor Amenhotep I. Initially these campaigns may have aimed at defeating the power of the Hyksos, who were strong in this area previously.

As many as 20 sites in the Levant suffered destruction at this time. For example, the fiery destruction of Stratum XVIII at Gezer has been assigned to the second half of 16th century, the time of Amenhotep I and Thutmose I. This is based on the pottery and scarabs discovered in the destruction debris.

It does not appear that the aim of the Egyptians at this stage was to control the area permanently, because they did not establish any permanent presence in the area. This was to come later on during 18th dynasty.

Rebellions in the south
Thutmose had to face one more military threat, another rebellion by Nubia in his fourth year. His influence accordingly expanded even farther south, as an inscription dated to his reign has been found as far south as Kurgus, which was south of the fourth cataract. He inscribed a large tableau on the Hagar el-Merwa, a quartz outcrop c. 40m long and 50m wide located 1200m from the Nile, on top of several local inscriptions. This is the furthest south the Egyptian presence is attested. During his reign, he initiated a number of projects which effectively ended Nubian independence for the next 500 years. He enlarged a temple to Sesostris III and Khnum, opposite the Nile from Semna. There are also records of specific religious rites which the viceroy of El-Kab was to have performed in the temples in Nubia in proxy for the king. He also appointed a man called Turi to the position of viceroy of Kush, also known as the "King's Son of Cush." With a civilian representative of the king permanently established in Nubia itself, Nubia did not dare to revolt as often as it had and was easily controlled by future Egyptian kings.

Building projects
Thutmose I organized great building projects during his reign, including many temples and tombs, but his greatest projects were at the Temple of Karnak under the supervision of the architect Ineni. Previous to Thutmose, Karnak probably consisted only of a long road to a central platform, with a number of shrines for the solar bark along the side of the road. Thutmose was the first king to drastically enlarge the temple. He had the fifth pylon built along the temple's main road, along with a wall to run around the inner sanctuary and two flagpoles to flank the gateway. Outside of this, he built a fourth pylon and another enclosure wall. Between pylons four and five, he had a hypostyle hall constructed, with columns made of cedar wood. This type of structure was common in ancient Egyptian temples, and supposedly represents a papyrus marsh, an Egyptian symbol of creation. Along the edge of this room he built colossal statues, each one alternating wearing the crown of Upper Egypt and the crown of Lower Egypt. Finally, outside of the fourth pylon, he erected four more flagpoles and two obelisks, although one of them, which now has fallen, was not inscribed until Thutmose III inscribed it about 50 years later. The cedar columns in Thutmose I's hypostyle hall were replaced with stone columns by Thutmose III, however at least the northernmost two were replaced by Thutmose I himself. Hatshepsut also erected two of her own obelisks inside of Thutmose I's hypostyle hall.

In addition to Karnak, Thutmose I also built statues of the Ennead at Abydos, buildings at Armant, Ombos, el-Hiba, Memphis, and Edfu, as well as minor expansions to buildings in Nubia, at Semna, Buhen, Aniba, and Quban.

Thutmose I was the first king who definitely was buried in the Valley of the Kings. Ineni was commissioned to dig this tomb, and presumably to build his mortuary temple. His mortuary temple has not been found, quite possibly because it was incorporated into or demolished by the construction of Hatshepsut's mortuary temple at Deir el-Bahri. His tomb, however, has been identified as KV38. In it was found a yellow quartzite sarcophagus bearing the name of Thutmose I. His body, however, may have been moved by Thutmose III into the tomb of Hatshepsut, KV20, which also contains a sarcophagus with the name of Thutmose I on it.

Burial
Thutmose I was originally buried and then reburied in KV20 in a double burial with his daughter Hatshepsut rather than KV38, which could only have been built for Thutmose I during the reign of his grandson Thutmose III based on "a recent re-examination of the architecture and contents of KV38." The location of KV20, if not its original owner, had been known since the Napoleonic expedition of 1799 and, in 1844, the Prussian scholar Karl Richard Lepsius had partially explored its upper passage, but all its passageways "had become blocked by a solidified mass of rubble, small stones and rubbish which had been carried into the tomb by floodwaters" and only during the 1903–04 excavation season did Howard Carter, after two previous seasons of strenuous work, clear its corridors and enter its double burial chamber. Here, among the debris of broken pottery and shattered stone vessels from the burial chamber and lower passages, were the remnants of two vases made for Queen Ahmose Nefertari, which formed part of Thutmose I's original funerary equipment; one of the vases contained a secondary inscription that says that Thutmose II made it "as his monument to his father." Other vessels that bore Thutmose I's names and titles had also been inscribed by his son and successor, Thutmose II, along with fragments of stone vessels made for Hatshepsut before she herself became king as well as other vessels that bore her royal name of 'Maatkare', which would have been made only after she took the throne.

But Carter also discovered two separate coffins in the burial chamber. Hatshepsut's beautifully carved sarcophagus "was discovered open with no sign of a body, and with the lid lying discarded on the floor"; it is now housed in the Cairo Museum along with a matching yellow quartzite canopic chest. A second sarcophagus was found lying on its side with its almost undamaged lid propped against the wall nearby; it was eventually presented to Theodore M. Davis, the excavation's financial sponsor, as a gesture of appreciation for his support. Davis in turn presented it to the Museum of Fine Arts, Boston. The second quartzite sarcophagus had originally been engraved with the name of "the King of Upper and Lower Egypt, Maatkare Hatshepsut", but when it was complete, Hatshepsut decided to commission an entirely new sarcophagus for herself and donated the existing finished sarcophagus to her father, Thutmose I. The stonemasons then attempted to erase the original carvings by restoring the surface of the quartzite so that it could be re-carved with the name and titles of Tuthmose I instead. This quartzite sarcophagus measures 7 feet long by 3 feet wide with walls 5 inches thick and bears a dedication text that records Hatshepsut's generosity towards her father: "...long live the Female Horus...The king of Upper and Lower Egypt, Maatkare, the son of Re, Hatshepsut-Khnemet-Amun! May she live forever! She made it as her monument to her father whom she loved, the Good God, Lord of the Two Lands, Aakheperkare, the son of Re, Thutmosis the justified."

Thutmose I was not destined to lie alongside his daughter after Hatshepsut's death. Thutmose III, Hatshepsut's successor, decided to reinter his grandfather in an even more magnificent tomb, KV38, featuring another yellow sarcophagus dedicated to Thutmose I and inscribed with texts that proclaim this pharaoh's love for his deceased grandfather. Unfortunately, Thutmose I's remains were disturbed late during the 20th dynasty when KV38 was plundered; the sarcophagus's lid was broken and all this king's valuable precious jewelry and grave goods were stolen.

Mummy
Thutmose I's mummy was discovered in the Deir el-Bahri Cache above the Mortuary Temple of Hatshepsut, revealed in 1881. It had been interred along with those of the 18th- and 19th-dynasty leaders Ahmose I, Amenhotep I, Thutmose II, Thutmose III, Ramesses I, Seti I, Ramesses II, and Ramesses IX, as well as the 21st-dynasty pharaohs Pinedjem I, Pinedjem II, and Siamun.

Thutmose I's original coffin was taken over and reused by a later pharaoh of the 21st dynasty. The mummy of Thutmose I was thought to be lost, but Egyptologist Gaston Maspero, largely on the strength of familial resemblance to the mummies of Thutmose II and Thutmose III, believed he had found his mummy in the otherwise unlabelled mummy #5283. This identification has been supported by subsequent examinations, revealing that the embalming techniques used came from the appropriate period of time, almost certainly after that of Ahmose I and made during the 18th dynasty.

Gaston Maspero described the mummy as follows: "The king was already advanced in age at the time of his death, being over fifty years old, to judge by the incisor teeth, which are worn and corroded by the impurities of which the Egyptian bread was full. The body, though small and emaciated, shows evidence of unusual muscular strength; the head is bald, the features are refined, and the mouth still bears an expression characteristic of shrewdness and cunning."

James Harris and Fawzia Hussien (1991) conducted an X-ray survey on New Kingdom royal mummies and examined Thutmose I's mummified remains. The study found that Thutmose I's mummy had all the craniofacial characteristics common among Nubian populations and a “typical Nubian morphology”.

A 2020 genetic study performed by a team under Zahi Hawass on the Amarna royal mummies also featured the unidentified royal mummy previously thought to be Thutmose I in the control samples. The study indicated that the mummy belonged to haplogroup L, which is mainly observed in southern, western and central Asia (highest in the Indian subcontinent).

What was thought to be his mummy could be viewed in the Egyptian Museum in Cairo. But in 2007, Hawass announced that the mummy previously thought to be Thutmose I is that of a 30-year-old man who died as a result of an arrow wound to the chest. Because of the young age of the mummy and the cause of death, it was determined that the mummy was probably not that of Thutmose I. The mummy has the inventory number CG 61065. In April 2021 the mummy was moved to the National Museum of Egyptian Civilization along with those of 17 kings and four queens in an event termed the Pharaohs' Golden Parade.

title: Thutmose I