The History of the St. Vincent Weather Station: 1880-1892

The St. Vincent weather station was established by the War Department circa 1880.  During the period of 1880 to July 1891, it was under the Office of the Chief Signal Officer, Division of Telegrams and Reports for the Benefit of Commerce and Agriculture. 

St. Vincent was one of the three stations that were instrumental in reporting conditions on June 16, 1887, the day a major tornado hit Grand Forks, ND/East Grand Forks, MN - “Reshaping the Tornado Belt”  

Beginning in July 1891, weather services were established under the new Weather Bureau, and taken from the War Department and becoming part of the Department of Agriculture. St. Vincent remained an active weather station within the Weather Bureau until around 1940. 

Initially, the St. Vincent Signal Station, under the U.S. Army, was manned by soldiers from Fort Pembina.  From 1891 forward, civilian federal employees under the Department of Agriculture took over.  Many observers worked in St. Vincent over the years - men with last names of Day, Frank, Baldwin, Cobb, and Ellis - among others.   

St. Vincent Signal Station daily barometric pressure, temperature, and wind speed readings, for September 1885.

[Click to enlarge and more easily read…]

Cover of July 1885 monthly report, for St. Vincent, Minn. Signal Station.

[Click to enlarge and more easily read…]

April 1885 Monthly Meteorological Report for St. Vincent, Minn. Signal Station.

Sources:

National Archives [War Department. Office of the Chief Signal Officer. Division of Telegrams and Reports for the Benefit of Commerce and Agriculture. St. Vincent (Minnesota) Weather Station. (Ca. 1883-07/01/1891)]

Sociability Run: Jefferson Highway

[Note — General Manager McDougal of the Pershing Way [Association], who was for a short time Publicity Commissioner of the Jefferson Highway,  admits that he appropriated from the Jefferson many of the successful methods he is using on the Pershing. He also admits they are pretty good. 

We likewise are going to appropriate the story of his trip to Winnipeg, and in doing so likewise admit it is pretty good. That Manager [Herbert F.] McDougal has a microscopic eye, a retentive memory and a happy way of telling it is evidenced by what he saw and tells of his trip. 

Judging from his experience at the "Line", he should have borrowed the Jefferson's Rabbit Foot. 

Mr. McDougal's story will be read, with interest by the J. H. family, especially those who "made the trip" last July.  The following is an excerpt about the final leg of the run...]

AT Hallock the P. W. runs onto the Jefferson Highway marks and continues with them the rest of the way, going through Northcote, Humboldt, St. Vincent and Noyes to the International Boundary.

The Jefferson Highway touring group paused their sociability run 
in Emerson for "short" speeches and this group photograph...

Pro-lemonaders made another hit when Bronson was reached, where "most excellent lemonade was served" by the ladies. Decorations were mainly American and Canadian flags. Mayors Hodgson and Behrman spoke. The hotel menu at Hallock, a noon control, was a novelty, and uniquely distinctive over any other during the entire trip. Part of it was in French, and embraced dishes served especially in New Orleans. Banners and flags formed the principal decorative feature. Luncheon was served at the hotel and restaurants in the city. The Custom Houses of Noyes and Emerson were soon passed, owing to arrangements having been made beforehand. Short speeches were made by Governor Pleasant and Mayor Hodgson at Emerson.¹

We had been sweeping along across the prairie, much of the time with no fences along the road, and came to a turn to the east along what, as memory recalls it, looked like the back side of a farm yard with perhaps an orchard bordered with forest trees in a sort of a scrubby growth. Straight ahead and eighty rods beyond was a dingy railroad station, and just before we reached it a turn to the right and north.

Before us loomed a signboard, high on stilts, announcing the "International Boundary," and there was a moment of bewilderment as we saw in one direction a road turning off to the station and in the other a pair of ruts curving around as entering the farm yard.

The original routing of the Jefferson Highway entered Canada directly from Noyes,
Minnesota into Emerson, Manitoba, Canada.   This is the approximate route the JH
followed. [Source:  Two Lane Traveler] NOTE:  The red line leading off 171 going
north was the 'Emerson Road' (dirt when I was growing up, now plowed under...)  

Over this seeming by-road was the remains of an arch¹, placed there last July to welcome the Jefferson Highway tourists on their great sociability run, and the presence of the arch gave rise to the theory that this must be the entrance to the Dominion. Pursuing the tracks a bit further we were convinced that we really were on the highway into the neighboring nation, for at the side of the road was a glorified Keep Off the Grass Sign, bearing a solemn warning against going across the line without proper formalities.

The road took another turn and crossed a railroad track, which itself had crossed another track just previously. The one was the Soo, which ran along the margin of Canada, and the other was the Canadian Pacific, both heading for Winnipeg. All our pictures of an imposing entrance into Canada were dashed, as almost any country cross road is as pretentious. But still there was something picturesque about it and something that impressed itself upon the memory.

There are two railroad stations — one on the American side and one across in Canada, and at each immigration and customs officials, representing the two governments, are on guard. It looked as if it was a pretty simple thing, after all, getting into a foreign country, but it took just about an hour to do it, for a becapped official, swinging down the track to reach the switch tower and climb its dizzy steps to the bird-like house above, said that there was nothing to do but to report to the officials at the Emerson station, which took time and proved not to be the right thing, for we were first to go a mile or such a matter up town and be interviewed by the immigration official and get a card and then go across the street to where the Union Jack flew over the government building, and make our clearance at the customs office.

THE customs officials were polite, but inquisitive. They wanted to know how many in the party, what make of car, how many cylinders, its license number and factory number, whether it was equipped with windshield, top, speedometer and clock, and how much it cost, what baggage we carried and whether we had any camping equipment and how long we expected to tarry in Winnipeg.

Then a very nice old gentleman came down and rummaged through our suit cases in a formal and perfunctory way, withal rather thorough. But first there had come up the serious question as to the very typewriter on which this is being written. It is one of the folding sort and a constant companion. The G. M. would be lost without it, and the work of the organization would be hampered. It was rather important that it, too, make the trip into Winnipeg, for there would be the matter of correspondence and perhaps some magazine stuff.

But the officials were stern about it. They said that the wee machine was dutiable and that we had better put it in hock, so to speak, at the customs office to be picked up on our return, and to borrow a machine in Winnipeg. It looked as if the typewriter was to part company with the official car.

But the missus, waiting all this time down in the auto, said it didn't sound reasonable to her that a car and all that luggage could go in and a mere typewriter barred.

So we went back and argued that the typewriter was a tool of the trade and analogous to a monkey wrench in the tool box.

But these English are a fixed folk. They all had a look at the proposition, and turned it down; it wasn't regular. Then we offered to put up a cash bond, and finally succeeded in parting with $13 to that end, the money being in good American currency. Seeing the brand of money on deposit, a kind gentleman in the office suggested that we would be entitled to that sort back, as it was at a premium in Canada. So, on our return, we got $13.40 in Canadian currency, taking it across to the bank to be exchanged for American money. The rate of exchange had fluctuated during the walk across the street, however, and the bank demanded 50 cents instead of the 40 we had been paid.

And even at that we afterward discovered that we had a few Canadian bills in our script and had to give a discount on them.

BUT our troubles were not over yet. We discovered that our Canadian immigration permit, nor our clearance papers from the customs were sufficient; the becapped gentleman had deceived us. We had to go all the way back to the American side, to that little station of Noyes, to see a blue-eyed Irishman named Fahey in order to get a formidable document showing that Uncle Sam was willing to relinquish us for a few days.

That document had to be turned in to the Canadian customs officials, and then we were ready to go — all excepting the changing of a flat tire that had grown discouraged and depressed during all this formality. If we had known about the rest of that night that tire would have worried us.

But let us move on.

Over a bridge, combined wagon and railroad, under a viaduct we turned and then we were on the road to Winnipeg, sure enough. A little further and we were as good as in France, for, turning into a little village that proved to be Letellier, we grew uncertain of the way and stopped at a house to make inquiries if this were truly the way to Winnipeg.

The answer was "Oui, oui," which the doughboys all will recognize at once.

Turning just at the edge of that little village, which was mostly edge, we were at once in the old Hudson Bay Company's trail, a road 132 feet wide that goes in windings along the Red River of the North right into Winnipeg and becomes Main street, remaining 132 feet wide. That and Portage avenue, at right angles and of the same width, are boasted the widest streets in the world.

The boundary is sixty-eight miles from Winnipeg, and all the tedious details at Emerson, had taken time. It was 5 o'clock when we left Emerson, and that was Canadian time, the Canadians not having turned their watches ahead as the States had.

So we rather stepped forward a little on the gas, for there was a certain strangeness about the country that urged us to get along before dark covered the unknown roads. The trail at places was little more than sections of a fenced pasture, with ruts winding about between an endless row of telephone and telegraph poles. Winnipeg is paving out for miles and someday will have a concrete road to the border, no doubt, but nature still holds sway largely as yet there.

Jefferson Highway Sociability Run, NOLA to Winnipeg
L'Observateur (Reserve, Louisiana) · 28 Jun 1919

And we came into St. Jean Baptiste, a French town of 500 with only two English families in it. We sought to replenish our gas supply and pulled up at a garage and said "Five gallons." The tank filled up as we filled with astonishment. The answer was that we were getting British Imperial gallons, 277.274 cubic inches to the gallon, instead of our own United States gallons of 231 cubic inches. Five of our British cousin's gallons made six of our own, but we paid 40 cents for each and every gallon. 

They said in Winnipeg that American watches can be bought cheaper there than in the states, the protective tariff making it thus, but there was nothing like that about the gasoline, even Imperial gallons. 

Hunger was gnawing and we decided to have a bite to eat, much as we hated to waste daylight. So we asked for the eating place and were directed to a little wooden building that plainly was labeled "Public Hotel." 

Entering we found a dingy office that was a combination of a barber shop and bar. Prohibition had put the bar out of business, age had done for the barber chair, and the prospect was discouraging. But that was where appearances were deceptive, for, after a brief delay, we were led into a neat little dining room and |served with a supper as only the French served food. Bright-eyed French girls were jabbering French in the kitchen, and one of them went to the telephone and assaulted it with a flow of language that was beyond us. 

Then a husky chap went up to the instrument and bawled out a question. "What's the score?" he demanded. It seemed that Cincinnati had won. We felt quite at home for a minute. 

WE had been inquiring anxiously about the road conditions, and the official car had attracted considerable attention, so supper done, we stepped out of the dining room into the midst of a curious crowd that wanted to talk. The men all agreed that the best road lay across the Red River, and they grinned as they said that the largest city along the way was Winnipeg. Afterward we came to realize the point of the remark. Only one village intervened in all that fifty miles. The rest of the trip lay through a country where a house was a surprise and bachelor shanties were the rule. Mile after mile was along a fence-less road that ran at will and at angles, but it was a good road, except lonesome. In the distance we could see straw stacks burning in various places, and occasionally we passed an automobile, but mostly there were solid banks of second growth white birches.

If we had ever needed a bit of gas or some air pressure we'd have had quite a walk for it. And there was that flat spare on the rack!

It sounds a bit dreary, just to tell about it. but it really was a wonderful drive, with the air balmy and the night pleasant. Occasionally we would wonder whether we were on the right road, and would stop at a house to make inquiries. Always we were, although sometimes the children had to be called up to translate, the parents being French.

The engine worked to perfection, the tires held out and we had had a good supper, so on we sped, over bridges, through woods, out in the open. Finally we came to that sole village, passed it, got out into the wilds again and wondered. Then there appeared one of the blessed concrete roads that Winnipeg has built out for nine miles, and we felt as if we were nearing the goal.

But the lights of Winnipeg didn't settle all of our troubles. There was the matter of a hotel. A motorman, waiting to catch his car, offered advice. It wasn't any good, for every hotel he mentioned was full for the night. Finally, after we had tried one after the other, we were forced to put up at one that always will haunt our memories and make as firm in favor of strict hotel inspection laws.

The next morning we found room in a comfortable one...
____________

¹ - "A very artistic arch-way had been erected at the border, but we had already been made to feel that we would be just as much at home in Canada as in Louisiana." [The Story of the Run, The Modern Highway, Vol 4, No. 7, August 1919, Pub. by the Jefferson Highway Association]

KCND-TV: How it Came to Be

This excerpt is from a long article about the early years of TV along the border in our area.  There was a race who got their transmitting tower up first (Pembina won by a day...), and some called KCND a "bargain basement" station.  Maybe so, but they did the best they could with the budget they had, and for many kids growing up then - myself included - we will be forever indebted to Channel 12 Pembina for the hundreds of amazing old Hollywood films they showed on Saturday and Sunday afternoons (not to mention Saturday night's "Chiller Thriller"!!)

We got to know classic comedies starring Laurel and Hardy, Abbott and Costello, the Three Stooges, as well as the Marx Brothers, Jimmy Durante, and W.C. Fields.  Then there were the great dramas starring Tyrone Power, John Wayne, Errol Flynn, Betty David, Kathryn Hepburn, Laurence Olivier, Basil Rathbone, Mae West, Jean Harlow, Burt Lancaster, Peter Lorre, Claude Rains, James Cagney, Charlie Chaplin, William Powell, Robert Mitchum, Joseph Cotton, Orson Wells, etc.  So many names and faces, one cannot remember them all yet they were and are all unforgettable.  All thanks to one tiny TV station in Pembina...

In 1956, a group of investors associated with a Grand Forks radio station won permission from the U.S. Federal Communications Commission to construct a new Channel 12 TV station in the tiny border town of Pembina, N.D. 

Their goal, however, wasn’t to serve Pembina and the sparsely populated surrounding area. It was to serve Winnipeg audiences, 100 kilometres to the north, and hopefully make some money satisfying Canadians’ insatiable appetite for American TV programming. 

The station was slow to get to air, though. It wasn’t until early 1959 — nearly three years after they were awarded the licence — that the serious work of building studios and erecting a tower got under way. Now with a second Winnipeg station under construction at Polo Park, it became urgent for the Pembina operation to finally get up and running. 

Thus began a mad race between the owners of Channel 7 and Channel 12 — which would become better known as CJAY-TV and KCND-TV later in the year — to beat the other station to air. 

“The idea of KCND was to come into the (Winnipeg) market as the second station, but in the interim the licence was granted to CJAY, so they were building at the same time,” former KCND-CKND employee Dorothy Lien told the Winnipeg Free Press in 1989. 

“It was a great race between the stations to see who would get their tower up [first],” she recalled. “I remember driving down to Pembina in September of 1960 to watch our antenna being mounted, and then driving back to Ste. Agathe to see that they were at the stage of getting theirs up, too.” 

The race was as close as one got to a photo finish in the broadcasting industry.
On Sunday, Nov. 6, 1960, Winnipeggers noticed a test signal coming in from Pembina on Channel 12. On Monday, Nov. 7, the half-finished station went on air at 6 p.m. with a limited program selection, owing to the fact that the station was literally not yet connected to the ABC and NBC networks from which it would obtain most of its programming. 

Given that the only other option in Winnipeg was to watch the CBC station, viewers weren’t exactly choosy. 

Five days later, at 5:30 p.m. on Saturday, Nov. 12, 1960, CJAY-TV Channel 7 signed on from a brand-new studio next to Polo Park Shopping Centre. 

Though CJAY had lost the race to air, it still had a decided advantage over its cross-border rival. 

“We had very low power and very poor microwave [linking the station to the networks],” Lien told the Winnipeg Free Press in 1989. “We really didn’t make an impact for about six years. People didn’t have the antennas to bring in Channel 12.” 

KCND had been modeled after KVOS-TV, a small outlet in Bellingham, Wash., just across the border from Vancouver, which discovered that there was big money to be made in buying programs at low Bellingham rates and selling advertising at high Vancouver-Victoria rates. 

The practice was controversial, given that KVOS was at times selling advertising on programs for which a B.C. broadcaster had supposedly purchased “exclusive” rights; but it also made KVOS one of North America’s most profitable TV stations for a time.
But there was a critical difference between KVOS and KCND. 

KVOS’s transmitter was only 70 kilometres from central Vancouver and just 45 kilometres from Victoria, close enough to put a strong and clear “Grade-A” signal into those communities, as it still does today. 

KCND’s transmitter was 100 kilometres from central Winnipeg. Its “Grade-A” signal only went as far north as Niverville, beyond which ground clutter and weather tended to interfere with reception. 

Given that there were no cable systems in Winnipeg at the time, it was an oversight on the part of the station’s owners that threatened to bankrupt the station. 

“Our signal was never as strong in Winnipeg as our engineers thought it would be,” lamented Boyd Christenson, an early KCND announcer and program host who was interviewed by the Winnipeg Free Press in the mid ’80s. 

“We weren’t getting the dollars we needed out of Winnipeg to sustain the station,” Christenson said, describing the station’s financially troubled early years. 

The station’s fortunes dramatically improved after the arrival of cable TV in Winnipeg in the late ’60s. 

KCND’s survival in the early years was no doubt driven by the fascination that many Manitobans had for the glamour of Kennedy-era America and a yearning for something different on their screens, which led to a cult following in Winnipeg. 

“KCND was strictly bargain basement,” former Winnipeg resident Greg Klymkiw wrote in a June 2010 article for the Electric Sheep web site. “Though to kids, tired of fiddlers from Newfoundland and joyful Canucks winning useless pen and pencil sets on stupid Canadian TV, KCND was… AMERICA!” 

“I kind of fell in love with KCND-TV Channel 12,” a commentator named Rob wrote to The View from Seven in November 2010. “For some reason the channel 12 logo was very cool!” 

“My dad’s bedroom TV had only local stations, but he got channel 12 by installing an interior Channel 12 Antenna… sometime in ’71 or ’72 but we weren’t allowed to use his TV. My younger brother used to sneak in there and watch reruns of ‘Lost in Space’ at 6 PM while my dad was working evenings,” Rob wrote. 

“Sometimes my dad called us to his bedroom to watch ‘Chiller Thriller’ at 10:30 PM Saturday night,” he added, referring to the station’s popular Saturday night horror movies.

Pembina County at 150: Historical Automobile Dealers

Where Have All The Car Dealers Gone?
by Jim Benjaminson


Gregory Ford's announcement last week that they are giving up their Ford Motor Company franchise after 58 years of sales brings to a close a long history of Ford sales in Cavalier —stretching all the way back to 1906. As Gregory's fold their tent for new car sales, Pembina County is left with just two automobile retailers – Soeby Motors (also Ford dealers) in Walhalla and the recently opened Birchwood Motors (GM dealers) in Cavalier.

Several years ago, the late Maxine (Fiedler) Least approached me during the annual Pioneer Machinery Show at the Pembina County Museum and asked if I had ever compiled a list of the implement dealers that had done business in Pembina County. Maxine's father was one of the principals in Fiedler & Moe, a John Deere agency in Cavalier. I had to admit that I hadn't but since our conversation I've made it a practice to note the names of various automobile and implement dealers—a random collection of notes that is far from complete – but continues to grow. The automobile and farm equipment business has changed over these past 111 years. In the old days nearly every community had an “agent” selling the latest car or tractor of some sort. In memory of Maxine and all those who have been involved in selling cars, trucks, tractors and motorcycles here is an incomplete history.


Pembina County's first Ford agency was granted to James Lang of Cavalier in 1906. His appointment named him “agent for Pembina County”. The first Fords sold, three identical 14-horsepower Model N “Light Tourings” arrived by rail in Cavalier that March and were sold to merchants D. E. Schweitzer, Charles Burgess and banker Ed Stong. They were not, however, the first automobiles sold in Cavalier but were the seventh, eighth and ninth automobiles in the city. Two years later (the same year the Model T Ford debuted) Lang and business partner Thomas G. McConnell formed the “Cavalier Garage & Automobile Company”, doing business out of a large brick building on the corner of East Main and Division Streets. Their business announcement stated they would continue selling Fords and “other favorite autos” in addition to handling “auto fixtures and supplies” and “do all kinds of repairing” plus add an “auto livery business”.

James Lang has the distinction of placing the first ad for an automobile in the Cavalier Chronicle in the June 26, 1908 issue. Found on page 4 the ad featured a line drawing of two Ford runabouts – the ad ran for the next six issues without change. Lang also gets credit for placing the second automobile ad in the paper, beginning with the March 19, 1909 issue, advertising both a $500 Maxwell and an $850 Ford, this ad running for twelve weeks. Lang was a busy man as he, along with partner George Horn, started the Cavalier electric light plant. By 1916 the local Ford dealership was taken over by G. A. Westline and Peter Freschett. Two years later Westline and Freschett were out of the Ford business, being replaced by Akra's Thorwaldson Brothers who would run the business until the mid 1930's, Westline took on the Essex line in 1919 while Freschette later picked up Pontiac and Oakland.

Trivia [answers at bottom]

• How many automobiles were in Cavalier in 1905?
• What year did the new hotel in Glasston open? 
• What year did Cavalier remove the hitching posts from Main Street?

Following the end of World War Two S & T Motors opened a Ford agency in Cavalier on September 18, 1946. Owned by Bob Tomlinson of Devils Lake and Clarence Smerud of Minneapolis, a new brick building was built to house their facilities. Tomlinson soon left the business which operated until 1958 when Mr. Smerud passed away unexpectedly. The agency was then sold to Oliver Gregory who took over the business April 1st, 1959. A new dealership facility was built on the south of edge of Cavalier, opening in 1962 where the business is still located.

Soeby Ford of Walhalla, which can proudly claim the distinction of being the oldest dealership in Pembina County traces its roots back to 1926 when C. K. Soeby acquired the Oakland and Pontiac car and International truck franchise. C. K. Soeby became a Ford dealer in 1930, passing the business along to his son Jack in 1948 who in turn passed it on to his sons in 1986. Another long time Walhalla dealer was A. O. Tetrault, whose Walhalla Motor Company held the Ford franchise in 1926, a year that would see a first in the delivery of new Fords when the first load of “completely built up” Ford cars arrived—previously dealers had to install items such as lights, wheels, tires and fenders before delivery could be made to a retail customer.

Harold Morrison and Freeman Levi built a new building “two blocks south of the post office” under the name of Cavalier Implement, selling Case farm equipment in May of 1944. By 1952 they added the Pontiac and Willys line of automobiles using the business name Cavalier Motor & Implement. Discontinuing selling farm equipment and moving to a new location on the west edge of Cavalier the new building was lost to fire Christmas Eve, 1959. Rebuilding on the same spot and re-named Cavalier Motors, it had the distinction of being named “Studebaker's newest dealer” in 1960. The business, which continued to sell Pontiac, was sold to Olson Motors in 1962. Down the street, Page Oil Company, which had been selling Oldsmobiles since 1941, took on the Rambler line in time to introduce the 1959 models.

Like S & T Motors several other dealerships were opened in Cavalier following WWII. Melsted-Olson Motors built a new brick building one block further south of the new S & T building, selling Chevrolet cars and trucks as well as Massey-Harris farm equipment. Kuball & Andrews, which had been in operation since before the war (Ole Andrews having been a Chrysler dealer since 1927), continued to sell Dodge and Plymouth cars in addition to Lehr's “Big Boy” tractors. Utilizing a Chrysler engine, Dodge truck 5-speed transmission and 2 speed differential, the “Big Boy” sold for $2,136 in 1948 and had a “road gear” good for 22 miles per hour. Letzring Motor & Implement which had previously sold Hudson and Terraplanes in Neche was also selling Chrysler products along with Allis-Chalmers tractors in Cavalier. Kuball's sold the Dodge-Plymouth agency to Erwin Herzog in May of 1956. Twenty years later Erwin sold the business to his son Tim, who later sold the business to Swanson Motors in September of 1999. Jack McPherson began selling Kaiser automobiles in 1950 and its companion compact car Henry J in 1952. A post war start-up company, Kaiser-Fraser dealers also included Andre Gratton at Walhalla and Hughes & Shaver at St. Thomas.


Auto and implement dealers weren't just centered in the larger towns of the county. Robert Halcrow, whose address was Nowesta, was an agent for the Lambert automobile in 1913; he is noted as having “brought a cow to town in a box wagon behind his auto”. It's claimed he made the eleven mile trip to town “in one hour and went home considerably faster”. In later years Halcrow Ford would be one of Drayton's leading automobile dealers. Drayton's early pioneer car dealer R. J. Moore began handling the E-M-F line in 1912 - named after the three principals of the company, Everitt, Metzger and Flanders - detractors claimed the initials stood for “Every Man's Failure” or “Every Morning Fixit”. It was later absorbed by Studebaker.

Over at Hamilton C. A. Morton's Auto Livery advertised they were agents for the Vulcan, Buick and Marathon brands and had “one 25-horsepower Marathon touring car used a little for demonstrating which will sell at a nice reduction." Any of the cars on hand could be bought “on one years time with first-class security at 7 percent interest.” By 1921 E. K. Evenson was selling Fords at both Hamilton and Neche. H. C. Thomson of Bowesmont was also selling the popular Ford line. George Paxman had been the Hamilton Ford agent as well as the Overland and Willys-Knight dealer. A disastrous fire July 7, 1918 destroyed the Paxman building but 5 new Overland cars were saved. At Hensel, H. J. Norman & Son were also selling Fords while Graham & Ross sold Republic trucks. In later years Frank Gillis would handle the International line in Hensel, eventually selling out to Art Anderson. Other International dealers included Glenn Morrison in Cavalier, and Neche Farm Equipment in that city.

Crystal's Bradley & Hunter were sales agent for the Racine, Wisconsin built Mitchell in 1912 while the Crystal Auto Company was selling Hudsons by the car load, adding the Studebaker line in 1917 and Essex, Overland and Willys Knight two years later. A man by the name of Bymaster later took over the Crystal Mitchell agency. G. G. Thompson of Pembina was also selling Mitchell's in 1912, with his territory carrying over to St. Vincent, Minnesota. By 1915 Thompson was a Maxwell dealer. At Mountain S. F. Steinolfson was selling Ford's while G. M. Benjaminson (his name was always misspelled as C. M. Benjaminson in newspaper ads) was selling Pontiac's and Oakland's in Gardar. Peter Freschette, earlier Cavalier's Ford dealer also took on the Pontiac-Oakland line in 1927.

As small town America dwindled several dealerships continued to run successful businesses. Louis Byron Motors sold Pontiacs after the war and were long-time Chrysler-Plymouth dealers in Mountain. Likewise, Dietrich Motors in Crystal sold DeSoto's and Plymouths while Christopher Motors at Pembina, which dated back to the 1920's sold Chevrolets well into the 1960's.

Among the more noted implement dealers have been Cavalier's Fiedler & Moe (John-Deere), Pembina's Meagher Brothers (Massey-Harris), Glenn Morrison (International Harvester), Hamilton's Frank White & Ernest Einarson (Minneapolis-Moline), and J. J. Myers, Mountain (Holt combines).

At least three Pembina County residents saw the demand for motorcycles, with B. S. Thorwaldson of Akra (a partner in Thorwaldson Brothers at Cavalier) selling the 11-horsepower Harley-Davidson Twin, Martin Brothers of Hamilton handling the Indian line (ride it to work and ride it for fun) and Svold's August Vivatson offering Wagner Motorcycles at prices ranging from $160 to $200.

There was always something special about going to “show day” - when the new models were introduced to the public. Coffee, doughnuts, trinkets, colorful brochures and new cars. What could be better? Sadly there's not as many places to go anymore.

Trivia answers

5

1904

1905

St. Vincent Inventor: William Thedorf

Drawing submitted for Patent
[Click to Enlarge]

My grandparents moved from the homestead to uptown mainstreet of the village, in their later years. They bought a very cute little home with many beautiful appointments - gingerbread woodwork on the steep roof peaks, cream-coloured narrow wood siding, with shingle-like wood siding from the eaves to the peaks, painted in a dark red. It was quite a pretty little house, with its large front sitting room window, including a stained glass pane; very striking with the afternoon sun shining through it. There were gorgeous, wide framing throughout the house around the doors, windows, as well as foot-tall mop boards, all of it stained and varnished, showing off the beautiful wood grain. It was all carved, too, especially the top finials. Each room had hanging brass light fixtures, with the old-style push-button wall switches. The front porch had a storm and screen door, as well as an inner door opening into the parlour, the top half which was plain glass. My grandmother had an old-style oil cloth roller shade there, to provide the option of privacy.

My grandmother told me of neighbors they once had named the Thedorf family - what they did and what they were like - all of which has receded in my mind now, sadly.  But I do remember that their home eventually burned down, well before my time.  Evidently it was also a very beautiful home.  From what I can tell, the oldest homes, including some of the most grand, were built near the river, then eastward.  It was a common way to build out a town in the late 19th and early 20th century in the Red River Valley, despite the fact they always faced flooding sooner or later.

This post is about a discovery I made today, about my grandparents' long-ago uptown neighbor. Unbeknownst to me, the Thedorfs had amongst them an innovative inventor!

The “Birdman” of Hamilton

'Birdman' Beachey,  putting on flying show at the Hamilton Fair

[Reprinted with permission]

When Orville and Wilbur Wright first took to the air in 1903, no one could imagine the future aviation would hold for the world. For people living on the flat prairies of North Dakota it would be seven more years before anyone would witness the daring exploits of a “birdman” when Archibald “Arch” Hoxsey gave the first demonstration flight in the state at the Grand Forks fairground July 19, 1910.

First North Dakota flight at Grand Forks Fair, 1910

Hoxsey had met Orville Wright in March of ’10, when Orville opened a school for aspiring aviators in Montgomery, Alabama. It was here Hoxsey learned to fly and joined other pilots in the Wright Exhibition Team, a troupe of flyers scheduled to give flying exhibitions around the country. These flyers would be the first to fly the new Wright Brothers Model B aircraft. Hoxsey’s Grand Forks flight was witnessed by an estimated 10,000 people as he flew 2,500 feet in the air during his 22-minute flight. Hoxsey’s flying career—and his life, at age 26—came to an end that same December during an exhibition flight in Los Angeles when his plane plummeted from a height of 7,000 feet. Hoxsey could not only claim being the first aviator to fly in North Dakota but to also carrying the first (former) United States president when he took Theodore Roosevelt airborne two months earlier in St. Louis.

Residents of Pembina County who had not been present at the Grand Forks exhibition would have to wait an additional three years before the first recorded airplane flight took place in the county. Hillary Beachey—billed as the “World’s Greatest Aviator”—was booked to make an appearance at the 1913 Hamilton Fair. Ads in the Cavalier Chronicle reading “see the dizzy, death-defying aeroplane flights by daredevil aviators every afternoon” drew large crowds to the fairgrounds. After the fair, the Chronicle reported “the program of attractions was perhaps larger and better by far than that of any previous fair held in the county. Perhaps the chief among these were the several flights of Hillary Beachey in his Aero Plane.”

Monitor Steam Engine: EXPLOSION!

The steam engine has not yet been restored in this photograph and the
seat is visible. [An unrelated piece of machinery is in the background.]

In 1893, when steam was king down on the farm, an engine exploded, killing both man and animal.  This happened across the river from St. Vincent not far outside Pembina.

After the original incident, the damaged engine was buried on the spot of the accident - a field on the Frank Moris farm near Pembina. Seventy-four years later, the late Ben Fisher of Bowesmont, ND, dug up the steam engine in 1967 and restored it to its present condition.

After the restoration in 1967...

The engine is now owned by Dr. Roland Larter of Hallock, MN and is on loan to the Pembina County Historical Museum, Cavalier, N.D.

An excellent engraving of the Canton Monitor portable steam 
engine, made by C. Aultman & Company,  Canton, Ohio...

The Pembina engine is more accurately described as a Canton Monitor portable steam engine. Describing the Canton Monitor, an Album (aka industrial encyclopedia) published back during the 1890s says it is 'cheaper and better than any power operated by horses.' It continues . . .

Guest Essay: Harvest Memories

Alfred "Rusty" Rustad with the family's 'new' combine 
[Photo Courtesy:  Rustad Family Collection]

By Michael Rustad

As a child growing up in Northwest Minnesota, I remember that all of the town's activities centered around the harvest in late August, early September. Football practice often had to be scheduled in the wee hours of the morning to accommodate harvest season. My grandfather, Alfred Hagbart Sr. and my father, Rustee, farmed our quarter section and rented another quarter section of land from Bob Shantz. We were a rather primitive operation. Attempt the impossible. Achieve the possible. And, that was not easy in Minnesota.

Today:  The '35 Chevy truck awaits restoration 
[Photo Courtesy:  Rustad Family Collection]

Our farming operation did not have air-conditioned cabs and stereo systems incorporated in the combines. We had a 1935 Chevy truck that was started with a crank. It was an extremely difficult gear shift and several of the gears were stripped or in bad condition. The truck ran well because of my Dad's ability to over-haul the ancient engine. Our combine was a 1942 left-handed Allis-Chalmers combine. I could never get a clear understanding of why the combine was left-handed. One of the consequences was that the initial rows of fallen grain had to be moved by hand to enter the field. What idiot invented a left-handed combine? We had the only left-handed combine. This required my brother and I to move the rows, so the combine would not run over the fallen wheat and lost! This was my job. My grandmother Rustad often drove the truck and I often kept her company.

It was during the harvest that I developed severe breathing problems from the intense dust. The truck front-side windows were both broken so they would not roll up all the way. There was no way to prevent a cloud of dust from entering the truck. It was quite an unpleasant experience. I later learned that farmer's lung, the equivalent of asbestosis, killed many farmers. By the way, the grim reapers (as the lawyers called them), were dangerous too. There were unprotected and unguarded moving machinery ready to take off your favorite arm or leg. My friend, John Hunt, fell from a tractor and a plow shear created an injury. He plowed up a nest of hornets and fell off while fending off the hornets. He recovered but nearly lost his life. My next door neighbor Diane was also run over by a tractor and fortunately was not seriously harmed.

The truck loads of grain were generally augured into the grainery directly. I did not comprehend how dangerous these unguarded augers were until reading accounts of farm accidents later while studying product liability law. There were no warnings of the dangers of unguarded augers. The farmers of that area presumed that any damn fool did not go near the auger. Yet, year after year, the toll of farm accidents marched on.

I did not enjoy the harvest period very much as it was a period of high tension and excruciating long hours of work which largely fell on my Dad's shoulders. He would work a full day at the Post Office and rush home to work in the fields. I was not a gifted farm boy when it came to mechanics, machinery repair etc. I remember trying to help my Dad get the combine in shape for an upcoming harvest and negligently left a wrench inside. When the combine started the wrench broke every slat and caused us to lose a few day's time, which is precious during harvest. My Father was infinitely patient but was not pleased with me. But, he never again asked me to crawl into the inner bowels of the combine.

One of the family's old tractors is slowly being grown over now
[Photo Courtesy:  Rustad Family Collection]

Lunches in the field had to be grabbed on the run. I remember my Dad eating corn on the cob while driving the combine. He somehow managed to eat a half dozen ears of corn in the course of a lunch in the field and he simultaneously continued to operate the combine. He had a rotary motion when he ate the corn and never dropped an ear.

Gallons of coffee were consumed by the harvesting crew. My grandfather Rustad was a legendary coffee drinker and I remember him draining near a 1/2 gallon of coffee out of the jar in the field. That amount of coffee would have stopped the heart of most Americans, but he was a Norwegian-American.

I was always relieved by the end of harvest. I cannot recall many good harvests. It seemed like something came to ruin the harvest every year. There was "rust" that infected the wheat, hail, or too much or too little rain. My experience with farming convinced me to pay attention to my studies so I would never again choke from harvest dust.

I often wondered why some of the smaller farmers continued to farm long after it was [not that] profitable. I think that I finally understand why decades later. I believe that there must be something inherently satisfying about being your own boss and looking forward to a better crop next year.It is like being a Red Sox fan. Maybe, next year the Red Sox will win the World Series. However, there is always some natural disaster preventing success in the next year. In the days before corporate farming, there were many farms like the Rustad family farm. This meant that the towns of the Red River Valley were populated by young families with dreams of a better harvest next year. Today our land is out of the family and owned by one of the "big" operators. I knew from an early age that I needed an escape plan from the Great Northwest. When I left that area, I thought it looked best in the rear view mirror. Decades later, I seldom go back to the Great Northwest, Minnesota. Nevertheless, I acknowledge that it helped me develop my character and personality---and work ethic.

The combine in later years...
[Photo Courtesy:  Rustad Family Collection]

School District No. 2

"HISSSSssss..." - I remember well
the sounds of the radiators...

After writing about the St. Vincent School recently, I remembered coming across a mention once of it being assigned as District No. 2 under the early state education system.  I got curious, and went looking for more information...

According to an historical essay: 

School District No. 2 was organized in 1880... Its north boundary was the Canadian border; the west boundary was the Red River. It extended south along the Red River six miles, east from the river four miles. A schoolhouse was built in St. Vincent...

St. Vincent School closed around 1977, after a crack in the boiler was found¹. The cost to repair or replace it was prohibitive, so a hard decision was made to close the school, combining some lower grades in the Humboldt elementary.  It was the end of Humboldt-St. Vincent consolidation in name; consolidation in fact continued until even Humboldt closed.

¹ - The school was still using the same coal-fired, central boiler/radiator system they had been using when I attended the school...!

Lending a Hand

rom around 1936 to 1956, Emerson obtained its power across the US / Canada border from a long 2400V distribution circuit originating from Pembina, ND (and which line passed through St. Vincent, MN and Noyes, MN on the way). This line was initially operated by the Interstate Power Company and was sold to the Otter Tail Power Company in 1944. In 1956, the Town of Emerson made arrangements to obtain its electrical needs from Manitoba Hydro and the cross-border distribution line was removed.

Source: Wikipedia

Further to the west, Interstate Power Company, a Delaware corporation, was authorized in 1936 to export power near St. Vincent, Minnesota, to Emerson, Manitoba.

From: "Foreign trade in gas and electricity in North America: A legal and historical study", by John Thomas Miller

Port-of-Entry: Emerson 1947

An image I found online for sale, of the Emerson port-of-entry, circa 1947

Locals would be waved through without stopping back then.  Even when I was growing up, they still did.

It's a different world now.  Technology has given and it hath taken away.  It has provided ways for very bad people to potentially do even worse things to innocent others.  In return it has given us countermeasures to fight against those ways.  In the meantime, we become prisoners of supposed safety...and there is less open and easy opportunities for neighborliness - at least of the frequent, in-person variety that deep and lasting bonds are made of.

Tales of the St. Vincent Signal Station

A typical signal station setup in the 1880s

There were many brutal winters in the 19th century up around my hometown area.  Some were before official record keeping, others after.  All were documented in one way or another.

The winter of 1887-1888 was one of the hard ones.  The quotes below are from an article written from a meteorological point of view, and contains some fascinating details of temperature and snowfall as recorded by the St. Vincent Signal Service station¹.  Quotes chosen are mainly about the temperatures recorded in St. Vincent over that winter, but they also refer to a notorious blizzard that occurred in January 1888.

And we think we have hard winters now!

Ferry was "Water-Powered"

From W.P Davies Newspaper Columns,
Chester Fritz Library Digital Collections

It's fascinating to read this article that includes information on the Red River ferry that once connected St. Vincent and Pembina.

The method Davies alludes to in the article, must have been a rudder (possibly used in conjunction with a tiller control)  that was pushed along by the current, and the ropes were just used to guide it in the desired direction, instead of using a more common pulley system...

Heading to the St. Vincent side of the Red River...

KCND's Past in Photos

More photos from KCND's past have been found...
[Click to enlarge]

I was going through my files of St. Vincent and Pembina photos and documents that are in 'rough draft', i.e., I haven't done additional research and posted them yet. I found the above behind-the-scenes images from KCND's early days in the 1960's.

It's fun to see what it looked like behind-the-scenes at Channel 12 during its hey day.  I get a big kick out of reading the notes with the photographs of how the equipment featured in them are state-of-the-art for that time (as I'm sure they were) - we've come such a long way since then! (I don't recognize any of the staff in these particular photos.  If anyone reading this does, let me know and I'll update this post.)

I am ashamed to have to admit this, but I didn't have any notes attached that provides credit for these images. I am guessing that they may be from a scrapbook either put together by the Pembina Historical Society, or from a private collection (maybe connected to the 1997 Pembina Bicentennial celebration). If anyone out there knows, please contact me.

[I apologize that the images aren't more clear, but they are photocopies of the originals, the best I have...]

Civil Alert Siren

Town sirens were part of everyday life when I was growing up. We didn't question why a siren would go off at noon, 6pm, and 10pm. It just did.


Now, many years later, I was recently reminded by Emerson resident James McClelland...

I was out for my daily walk on a beautiful fall day. It was approaching noon and just at the precise moment the Emerson fire Siren gave its daily noontime blast.

The blast was no sooner over when I heard the wail of the City of Pembina's fire whistle, three miles distant. I had not been outside at noon for a while and had forgotten about the Pembina wail. Over the years it was clearly heard in Emerson as I recall three times daily. I am not sure if it still gives its three timely signals, but they were noon, six pm and ten pm. At the time Pembina City had a curfew ordinance and this was the warning for all youngsters under sixteen, to get home.

I grew up on a farm five miles north of the border and if the wind was blowing right the Pembina Fire Whistle could be easily heard.

I decided to research it, and found out that there was more to it than we realised...

Bronson Dam

1936 - Construction on the dam begins! (Photo Courtesy:  Ron Johnson)

Kittson County is naturally lakeless¹, which seems odd in a state nationally recognized for its abundant water supply. In the early 1930s, as the Great Depression continued to greatly depress everyone, Kittson County was drier than usual, the region suffering through a terrible drought. As wells dried up and crops withered, officials concluded the county needed a safety net, a water storage facility on the South Branch of Two Rivers, near Bronson (later Lake Bronson). For more than a year, supporters of the plan lobbied the federal and state government for funds for the project. One of the leading voices was the mayor of Bronson, O.T. Danielson. Danielson was joined in the effort by county engineer J.E. Dishington and several other prominent Kittson County residents. It was not until Clifford Bouvette became part of the chorus in early 1936, however, that major progress was achieved.

KCND's Legacy

Although this happened last year, I only recently came across this on an online forum about KCND/CKND/KNRR's ultimate demise...To provide a complete picture of the once-local station's 'life', I include it here (it has a happy outcome...)

Case Jones Revisited

Recently, actor/educator and historian (Minnesota Historical Society) Dwight Scott visited Hallock and presented a performance as Casey Jones, one of Hallock's notable past residents. Talk about exciting!<sup>1


1</sup> - Having lived in Fargo for many years, such a performance is common there, but it's a big event in small towns like Hallock. I'm pleased to see them get such events up there in the farthest corner of the state, a part of the state that is all too often ignored by those living in the southern portion. When 'Greater Minnesota' is remembered at all, it still doesn't include our extreme northwest corner; that is so ironic, considering that the crossroads of the Red River of the North and the Pembina rivers, have been not only a meeting place for so long, but also a major gateway for settlement and commerce to the region, yet today it is all but forgotten...