Finally, the last major point is the log branch to Clarkia. While trains do not operate here anymore, logging operations were only recently terminated and so could reasonably be used on a model railroad. The line follows a snaking, twisting river, crossing it several times. There's even a tunnel and a road passes overhead. The curvy nature of the line and tall mountains would translate nicely to a model railroad, if only copied for the topography. There are also several log yards. Going in order from closest to St Maries to furthest, here are bing aerial view links.
http://binged.it/OQVFwc
http://binged.it/MJeZ92 (this one is abandoned)
After these two is the town of Fernwood, ID.
http://binged.it/MJfgZu (this seems to be the active log yard, and is the Clarkia log yard)
Following the line, here's what seems to be an abandoned wye
http://binged.it/MJfqQP
One could spend hours following the line, but as the STMA stopped at Clarkia in the main era of operations, that's where I'll end too.
Saturday, June 30, 2012
St Maries Yard
The yard in St Maries is where most of the action on this railroad happens. There used to be many log cars stored here and switched into the Potlatch sawmill until the logging line was shut down in 2008; now, most of the tracks towards Plummer from the engine house don't seem to be used. This shows how dated the bing.com aerial view is; there's still plenty of log cars in the yard (they've since been scrapped).
We'll work in from the main line towards the far sawmill. After coming into the yard, the Potlatch mill is the first major point. (http://binged.it/OQSPYi) It ships both plywood and lumber, using boxcars and centerbeams. Next, there is a rec complex opposite some interesting trackside structures (http://binged.it/OQT5GF). This may be where the tank cars full of road binder are sent in the spring and summer, as the Google Earth program says the St. Joe Oil Co. is about right there. This stretch of track is also the yard lead, as seen at the beginning of this video (http://www.youtube.com/watch?v=MIbissaC8W4&list=PLDA6213C4DA9FD7B4&index=6&feature=plpp_video).
Directly past this point is the heart and soul of the yard. Here, from left to right (http://binged.it/MJe1tu), are a yard which seems to store MoW equipment and cars in need of repair, the large engine and repair shops, the main class tracks, and the old MILW depot.
Continuing on, there is an overpass and then a wye to the log branch (http://binged.it/OQUblN). The line then continues out of town to the Stimson lumber mill, loading only centerbeams (http://binged.it/OQUgpp).
We'll work in from the main line towards the far sawmill. After coming into the yard, the Potlatch mill is the first major point. (http://binged.it/OQSPYi) It ships both plywood and lumber, using boxcars and centerbeams. Next, there is a rec complex opposite some interesting trackside structures (http://binged.it/OQT5GF). This may be where the tank cars full of road binder are sent in the spring and summer, as the Google Earth program says the St. Joe Oil Co. is about right there. This stretch of track is also the yard lead, as seen at the beginning of this video (http://www.youtube.com/watch?v=MIbissaC8W4&list=PLDA6213C4DA9FD7B4&index=6&feature=plpp_video).
Directly past this point is the heart and soul of the yard. Here, from left to right (http://binged.it/MJe1tu), are a yard which seems to store MoW equipment and cars in need of repair, the large engine and repair shops, the main class tracks, and the old MILW depot.
Continuing on, there is an overpass and then a wye to the log branch (http://binged.it/OQUblN). The line then continues out of town to the Stimson lumber mill, loading only centerbeams (http://binged.it/OQUgpp).
Sunday, June 3, 2012
The Main Line
Between Plummer Jct and St Maries, the STMA operates a 19 mile mainline. This is former MILW trackage, and is very scenic.
We'll go from St Maries towards Plummer Jct, chronicling key scenic elements. (This video is also a great tool to follow the main http://www.youtube.com/watch?v=MIbissaC8W4&list=PLDA6213C4DA9FD7B4&index=6&feature=plpp_video)
http://www.nicdoncaster.com/PNW/stmariesp.htm This site also has some good shots, including one of the tunnel portals.
LEAVING St Maries, the line winds through some residential areas, and then the first major scenic feature is this causeway http://binged.it/MoaCEN (it's difficult to see, but it's towards the bottom of the page). For a great look, click the video above and fast-forward to the 5 minute mark.
The rails then follow the river. Towards the end of that stretch, there is a small passing siding and then a random spur, before the rails turn about 90 degrees and go through a short tunnel and then onto the Benewah Lake Viaduct http://binged.it/Mobd9F or at the 5:53 mark in the video.
The tracks continue to follow the water, and then a road joins, which the rails cross, then plunge into the forest, but still roughly follow the river. They then cross the same road and a small valley on an impressive bridge. http://binged.it/LqOc0x
I can only assume this is the Peedee Creek Trestle, at 6:32 in the video. Just past the bridge it seems there is a small MOW siding.
Now the rails really dive into the woods and follow a twisting route through the trees, probably to maintain a reasonable grade. A road joins the rails for the final bit of run to Plummer Jct.
We'll go from St Maries towards Plummer Jct, chronicling key scenic elements. (This video is also a great tool to follow the main http://www.youtube.com/watch?v=MIbissaC8W4&list=PLDA6213C4DA9FD7B4&index=6&feature=plpp_video)
http://www.nicdoncaster.com/PNW/stmariesp.htm This site also has some good shots, including one of the tunnel portals.
LEAVING St Maries, the line winds through some residential areas, and then the first major scenic feature is this causeway http://binged.it/MoaCEN (it's difficult to see, but it's towards the bottom of the page). For a great look, click the video above and fast-forward to the 5 minute mark.
The rails then follow the river. Towards the end of that stretch, there is a small passing siding and then a random spur, before the rails turn about 90 degrees and go through a short tunnel and then onto the Benewah Lake Viaduct http://binged.it/Mobd9F or at the 5:53 mark in the video.
The tracks continue to follow the water, and then a road joins, which the rails cross, then plunge into the forest, but still roughly follow the river. They then cross the same road and a small valley on an impressive bridge. http://binged.it/LqOc0x
I can only assume this is the Peedee Creek Trestle, at 6:32 in the video. Just past the bridge it seems there is a small MOW siding.
Now the rails really dive into the woods and follow a twisting route through the trees, probably to maintain a reasonable grade. A road joins the rails for the final bit of run to Plummer Jct.
Monday, May 28, 2012
Plummer Jct
Plummer Jct is the STMA's primary connection to the outside world. Here, the Union Pacific's Plummer branch connects to the STMA, where empty boxcars and centerbeams head back to St Maries, and in the spring and summer, tank cars of road binder also head to St Maries to be spread onto dirt roads to keep dust down.
LAYOUT
The actual layout of Plummer is similar to any peninsula-like model railroad set-up. The Union Pacific comes along one side of a hill, while the STMA comes around the other, and the two lines join, while a wye formed by two routes off the round connection allow for interchange between the two roads. Union Pacific also switches a few customers in Plummer (including at least one lumber mill), but as the focus here is the STMA, I'll go back at a later date and explore these industries.
I will hopefully have measurements for these tracks at some point, but here's a Bing maps look: http://binged.it/L6c0Xf
Operation
There are several different ways to interchange cars that I have seen on youtube. In one video, the STMA Geeps are waiting for the Union Pacific's train, and when it arrives, the power cuts off and pulls down the UP's leg, then the STMA backs up to the cars, pulls them, and the backs down its own wye leg, before leaving for St Maries (I'm not sure why they back down the leg, since they're pulling their own cars away from the UP it seems). In another video, the STMA pulls in, drops its cars on what I would assume to be its spur legs (although in theory the cars could be dropped on either the UP leg or the shared tail). They then back around and wait for the UP train, and then, as before, the UP drops its cars, pulls forward, and the Geeps back up to the train and haul it around the curve.
Found this picture on Google, so it seems the UP will come around the curve and spot its cars on the wye leg and pick up its own cars as well. http://railroadheritage.org/ImageStorage/Img--00005077.jpg
LAYOUT
The actual layout of Plummer is similar to any peninsula-like model railroad set-up. The Union Pacific comes along one side of a hill, while the STMA comes around the other, and the two lines join, while a wye formed by two routes off the round connection allow for interchange between the two roads. Union Pacific also switches a few customers in Plummer (including at least one lumber mill), but as the focus here is the STMA, I'll go back at a later date and explore these industries.
I will hopefully have measurements for these tracks at some point, but here's a Bing maps look: http://binged.it/L6c0Xf
Operation
There are several different ways to interchange cars that I have seen on youtube. In one video, the STMA Geeps are waiting for the Union Pacific's train, and when it arrives, the power cuts off and pulls down the UP's leg, then the STMA backs up to the cars, pulls them, and the backs down its own wye leg, before leaving for St Maries (I'm not sure why they back down the leg, since they're pulling their own cars away from the UP it seems). In another video, the STMA pulls in, drops its cars on what I would assume to be its spur legs (although in theory the cars could be dropped on either the UP leg or the shared tail). They then back around and wait for the UP train, and then, as before, the UP drops its cars, pulls forward, and the Geeps back up to the train and haul it around the curve.
Found this picture on Google, so it seems the UP will come around the curve and spot its cars on the wye leg and pick up its own cars as well. http://railroadheritage.org/ImageStorage/Img--00005077.jpg
Sunday, May 27, 2012
A bit of history
Overview
The Milwaukee Road, once so endeared to the hearts of railfans, at one point had a line all the way to Washington State, named the Lines West. Once abandoned, portions were carved up and sold, and the Potlatch Corporation purchased the line between Plummer and Avery, ID, as well as the Elk River Branch. Forming two shortlines from this bit of track, the St Maries River Railroad (STMA) operated from St Maries, ID, to a connection with the Union Pacific in Plummer, ID. The STMA also operated to Bovill, ID, on the branch, hauling logs to the Potlatch mill in St Maries. The other shortline created is insignificant, since the government condemned the line in the mid-80's. The STMA was managed by the Kyle Railroad group until 1999, when Potlatch themselves took over management of the line until selling it to the Williams Group, Inc, in 2010 (http://www.stmariesriverrr.com/aboutus.html).
Williams Group has mentioned expansions of service being a possibility, including contract repairs for railroad equipment (the Williams Group owner also buys, repairs, and sells RR equipment, and could utilize the beautiful shops in the yard at St Maries), and shipping both railroad ties and peas. (http://www.cdapress.com/news/local_news/article_352a0852-ab4b-50bc-9691-e70ce8eaa757.html)
Operations
Traffic includes the output of two lumber mills in St Maries, featuring boxcars and centerbeams hauling wood products. In the spring and summer, tank cars add a mix to the usual boxcars and centerbeams; they haul a road binder product that reduces dust on dirt roads. The branch line is currently completely out of service; around 2000, the portion from Clarkia, ID, to Bovill, ID, was put out of service. However, in 2009 Potlatch decided to stop hauling logs from Clarkia to their mill in St Maries, resulting in the entire branch now being considered out of service.
Roster
The STMA has five locomotives. Three are numbered 101-103 and are ex-MILW GP9s, with chopped noses. The other two are numbered 501 and 502 and are ex-MILW SW1200's. (http://www.thedieselshop.us/STMA.HTML).
More
To check out a few yard shots in St Maries, go here: http://www.angelfire.com/mt/sd40/page11.html
For a guy in a Speeder tour group's documentation of his time on the line, go here
http://www.nicdoncaster.com/PNW/stmariesp.htm
My playlist of videos featuring the STMA on youtube can be found here
http://www.youtube.com/playlist?list=PLDA6213C4DA9FD7B4&feature=mh_lolz
The Milwaukee Road, once so endeared to the hearts of railfans, at one point had a line all the way to Washington State, named the Lines West. Once abandoned, portions were carved up and sold, and the Potlatch Corporation purchased the line between Plummer and Avery, ID, as well as the Elk River Branch. Forming two shortlines from this bit of track, the St Maries River Railroad (STMA) operated from St Maries, ID, to a connection with the Union Pacific in Plummer, ID. The STMA also operated to Bovill, ID, on the branch, hauling logs to the Potlatch mill in St Maries. The other shortline created is insignificant, since the government condemned the line in the mid-80's. The STMA was managed by the Kyle Railroad group until 1999, when Potlatch themselves took over management of the line until selling it to the Williams Group, Inc, in 2010 (http://www.stmariesriverrr.com/aboutus.html).
Williams Group has mentioned expansions of service being a possibility, including contract repairs for railroad equipment (the Williams Group owner also buys, repairs, and sells RR equipment, and could utilize the beautiful shops in the yard at St Maries), and shipping both railroad ties and peas. (http://www.cdapress.com/news/local_news/article_352a0852-ab4b-50bc-9691-e70ce8eaa757.html)
Operations
Traffic includes the output of two lumber mills in St Maries, featuring boxcars and centerbeams hauling wood products. In the spring and summer, tank cars add a mix to the usual boxcars and centerbeams; they haul a road binder product that reduces dust on dirt roads. The branch line is currently completely out of service; around 2000, the portion from Clarkia, ID, to Bovill, ID, was put out of service. However, in 2009 Potlatch decided to stop hauling logs from Clarkia to their mill in St Maries, resulting in the entire branch now being considered out of service.
Roster
The STMA has five locomotives. Three are numbered 101-103 and are ex-MILW GP9s, with chopped noses. The other two are numbered 501 and 502 and are ex-MILW SW1200's. (http://www.thedieselshop.us/STMA.HTML).
More
To check out a few yard shots in St Maries, go here: http://www.angelfire.com/mt/sd40/page11.html
For a guy in a Speeder tour group's documentation of his time on the line, go here
http://www.nicdoncaster.com/PNW/stmariesp.htm
My playlist of videos featuring the STMA on youtube can be found here
http://www.youtube.com/playlist?list=PLDA6213C4DA9FD7B4&feature=mh_lolz
Monday, May 21, 2012
St Maries River Railroad Introduction
Sorry for the long delay, I've been busy with finishing up this school year; should be done by the end of the week though. I did make an accidental discovery through the related video feature of youtube though, which has me on my current model railroading thought process.
Watching a video of the Union Pacific's Plummer, Id, branch line, I found a railroad at the end of the branch called the Saint Maries River Railroad (STMA). Doing some more youtube digging on the STMA, I unearthed a shortline with 4 axle chopnose GP9's, and a pair of SW1200's. The line to Plummer from St Maries, where the yard and shops are, is very picturesque, with several causeways and bridges. What's more, this is ex-MILW trackage, and I've been interested in the MILW's Lines West since I read the article on it in The Railroad Press.
I then used Google Maps to explore a bit, looked up pics of the mainline with rrpicturearchvies.net, and found the STMA's website. As luck would have it, they operated, until a couple of years ago, a branch line that was used to haul logs to a sawmill in St Maries. There's also a second sawmill in St Maries, providing for a decent bit of realistic switching. And in the spring and summer, tank cars of road binder to keep dust down are also hauled to St Maries. I've seen several different methods of interchange in Plummer, and, in a model railroader's world, the UP branch would provide a bit more switching, albeit with UP power.
So this line has met most of what I'd want. Expanding on my passing siding to passing siding idea, this is a yard to interchange mainline, with an optional branch to be built later on. And if the branch is built later, there's no real back-dating needed, since the gap is only a few years.
I'll be writing updates as I take an in-depth look at the STMA's mainline.
Watching a video of the Union Pacific's Plummer, Id, branch line, I found a railroad at the end of the branch called the Saint Maries River Railroad (STMA). Doing some more youtube digging on the STMA, I unearthed a shortline with 4 axle chopnose GP9's, and a pair of SW1200's. The line to Plummer from St Maries, where the yard and shops are, is very picturesque, with several causeways and bridges. What's more, this is ex-MILW trackage, and I've been interested in the MILW's Lines West since I read the article on it in The Railroad Press.
I then used Google Maps to explore a bit, looked up pics of the mainline with rrpicturearchvies.net, and found the STMA's website. As luck would have it, they operated, until a couple of years ago, a branch line that was used to haul logs to a sawmill in St Maries. There's also a second sawmill in St Maries, providing for a decent bit of realistic switching. And in the spring and summer, tank cars of road binder to keep dust down are also hauled to St Maries. I've seen several different methods of interchange in Plummer, and, in a model railroader's world, the UP branch would provide a bit more switching, albeit with UP power.
So this line has met most of what I'd want. Expanding on my passing siding to passing siding idea, this is a yard to interchange mainline, with an optional branch to be built later on. And if the branch is built later, there's no real back-dating needed, since the gap is only a few years.
I'll be writing updates as I take an in-depth look at the STMA's mainline.
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