Mike's Shortline Album

[John M Upton]

1 hour ago, Mike_Walker said:

SW1001s 302 and 305 and NW2 771, built for the Rock Island (6130 E973-7 1/49) outside the engine house in Galveston TX on 16 August 2001 along with a GP9m bearing the number 301 which I’ve been unable to trace.  Any suggestions?

 

 Could the GP9m 301 be this one:

http://www.rrpicturearchives.net/Locopicture.aspx?id=22610

 

[Mike_Walker]

Hi John,

 

Yes, almost certainly.  Good find, thanks.

 

Mike

[John M Upton]

Happy to help.

 

I rather enjoy a bit of a detective work when it comes to working out the life of an old GP unit.  You find some surprises sometimes too like it is still going in some form or other!!

[newbryford]

12 hours ago, Mike_Walker said:

 

Georgia Central.  Operates about 174 miles of former Seaboard Coast Line track from Macon through Dublin and Vidalia to Savannah, Georgia. It also operates about 20 miles of trackage between Savannah and Riceboro, Georgia, switching Interstate Paper LLC. It connects with CSX Transportation and the Norfolk Southern Railway. It started operations in 1990 and has since become  a subsidiary of, you’ve guessed it, Genesee & Wyoming.

 

 

Early in its career, the GC relied on GEs such as 1004 and 3968, both U23B’s, laying over at Macon GA on 17 April 1999. 1004 (39261) was built in 7/73 as LN 2732 whilst 3968 (41521) dates from 2/77 and was originally Southern 3968 hence the low and high short hoods respectively.

 

7011 at Gwinett Avenue, Savannah GA on 26 April 1999 is a SW9 (11166 4054-2 6/52) built as Grand Trunk Western 7011.

 

 

 

 

 

Loving this thread Mike.

 

From the same location, but angled a few degrees left, (the overpass is just visible in the upper right) I caught this First Coast GP16 1605. Presumably on the way from an overhaul back to the FC in 2016.

 

[Mike_Walker]

Now for the remaining ‘G’s.

 

Great Miami & Scioto.   This Ohio shortline operated two segments of former B&O track, 44 miles from RA Junction to Red Diamond and 33 miles from Hamden to Fire Brick.  It started operations in 1987.  It appears that it is no longer in business.

 

 

The company also provided a contract switching service for the large Champion Papers mill in Hamilton, Ohio.  An extremely smart GP9 20 emerges from the mill on 24 October 1996.  It was originally Norfolk & Western 652 (24804 5582-33 1/59).  The mill has since closed and the site redeveloped.

 

Great Walton.  Named for the county in which it operates, this is a 10-mile freight shortline operating between the Walton county seat of Monroe southward to a CSX Transportation interchange at Social Circle, Georgia.  It was a branch of the old Georgia RR which became a part of the Seaboard Coast Lines.

 

 

The Great Walton is one of those railroads which seem to put image well down the list of priorities!  Still bearing the ratty remnants of their former liveries, ex-CNW “GP9R” 4537 (25164 7568-14 3/59) and ex-DRGW GP35 3044 (29969 7776-6 12/64) prepare the daily train at Monroe on 30 April 1999.

 

Great Western Railway.  A proud name with absolutely no connection to any other closer to home, past or present but it just had to be visited!  Serving the plains north of Denver and based out of Loveland, Colorado, the GWR was founded in 1901 by the Great Western Sugar co. to service its large mill in the town.  It operates around 80 miles on a basically horizontal-Y-shaped system with Loveland at its base and arms extending to Windsor (appropriately!) and Longmont.  There are also short branches from Johnstown to Welty and Milliken whilst in more recent times it has taken over the former C&S line between Fort Collins to Greeley.  The mill closed many years ago and the company became one of the founders of the OmniTrax empire expanding service to include customers such as Anheuser-Busch, Eastman Kodak and Simplot.

 

 

The company’s slogan was “We do it better” seen here on a caboose at Loveland on 15 July 1984.  At one time they owned a former UP Geep that still bore its former livery complete with the “We can handle it” slogan on the cabside to which the GWR simply added “too”.  Shortline humour at its best!

 

 

For many years the loco fleet comprised EMD SW1 and SW9 switchers.  One of the latter, 121 'Town of Windsor' is seen in tow in a mixed train near Windsor CO on 17 July 1984. It was one of a pair purchased in 9/51 (15553  6313-1) and displays the second diesel livery, the first being dark green and orange.

 

 

The switchers were replaced by used Geeps including GP7 1589 being repainted in the later orange livery inside Loveland shed on 17 July 1984. It was previously BN 1589 and originally CBQ 233 (14697 5072-34 9/51).

 

 

Another ex-BN GP7 1617, nee-CBQ 261 (18977 5312-9 12/53) outside Loveland CO shed on 17 July 1984.  It too later got the orange livery plus a chopped nose.

 

 

Fully painted in GWR colours GP9m 1777 was at Loveland on 11 May 2000. It was originally GN 704 (21083 5427-1 4/56) becoming BN 1777 before being acquired  by the GWR in 5/91.

 

 

The GWR had previously attracted much attention by retaining steam power until quite late.  Those glory days were briefly recalled in the mid-1980s when 51, a 1906 Baldwin 2-8-0 (28665) was resurrected to work a mixed train between Loveland and Windsor at weekends – regular passenger service had ended in 1927.  Here it crosses a drainage channel on its way back to Loveland on 15 July 1984.

 

 

Back at Loveland a delightful cameo was arranged using 51 and a 1927 Ford pick-up truck owned by a local resident.  It was later sold to Shortline Industries at Fillmore CA but is currently stored at a private location.  Three other GWR steam locos survive, 2-8-0 60 (ALCo 69021 8/37) at the Black River & Western in New Jersey; 2-8-0 75 (Baldwin 31778 9/07) at Utah’s Heber Valley and 2-10-0 90 (Baldwin 57812 6/24) at Pennsylvania’s Strasburg Railroad.

 

Green Bay & Western.  This road ran across Wisconsin from Winona on the Mississippi River to Kewaunee on Lake Michigan plus several branches.  Headquarters were at Green Bay.  It was formed in 1896 taking over from some previously bankrupt railroads.  It was sold to Wisconsin Central in 1993 and quite a bit has since been abandoned.

 

 

The GB&W was a loyal user of ALCo diesels typified by this line up at Norwood Yard in Green Bay ready to work the day job on 4 September 1990.  312 ‘The Homer E McGee’, 321, 322 and 311, are all C424's. 311 and 312 were bought new (84559 9/63 and 3375-01 7/64). 321 (84557 6/93) was previously  CR 2489 nee-EL 2415 and 322 (84733 10/63) ex-CR 2493 nee-Reading 5204.

 

 

323 was another ALCo picked up when Conrail was purging the make. A C420 (3463-01 7/66) it was originally Lehigh & Hudson River 27, later CR 2075, and was at Norwood Yard on 4 September 1990.

 

 

Whilst driving around Green Bay I heard a radio conversation with a crew saying they were “heading to McDonalds”.  This wasn’t a reference to a meal break at the “Golden Arches” but to McDonalds yard across town.  It tracked them down and found this pair of uprated ALCo “RS20s”, 306 and 307.  Both had been built for the GB&W as RS3s (78857 5/51 and 81286 7/55) but were rebuilt with 2000hp 251 prime movers and chopped noses.

 

I got chatting to the crew of 307 who, working out I was British, said: “We know why you are in town”.  The clue was the strange vehicle coupled to the loco!  They were to spend the afternoon moving an exhibit from the National Railroad Museum south of town to Norwood Yard, a move which would also involve the town’s two other railroads, the Fox River Valley and Wisconsin Central.

 

 

That exhibit was none other than A4 60008 ‘Dwight D. Eisenhower’  which was being moved to Norwood Yard for maintenance prior to being dragged across country to Abilene, Kansas, Ike’s home town, to participate in celebrations marking the centenary of his birth.  Here it arrives at the GB&W and E&LS interchange trailed by WC GP30 715 and watched by two local kids.

 

 

On arrival at Norwood Yard it was the subject of a local TV station’s news cameraman.  You’re not seeing things, the lining really was red whilst the green was a strange olive shade.  It had obviously had a local repaint whilst in the US.  Thankfully, it was repainted again, correctly by our NRM for the Great Gathering.

 

 

Also at Norwood on the same day, 5 September 1990, was the company’s business car, 901 'Trempeleau River', a dome-observation built by AC&F 1955 as Union Pacific 9001 and later AutoTrain 901.  It passed to Wisconsin Central who later allocated to the Algoma Central renaming it 'Algoma County'.

 

'H's and 'I's next time...

Edited April 5, 2022 by Mike_Walker
Spelling correction!

[mdvle]

8 hours ago, Mike_Walker said:

Great Western Railway.  A proud name with absolutely no connection to any other closer to home, past or present but it just had to be visited!

 

There is another GWR currently (in Saskatchewan)

https://en.wikipedia.org/wiki/Great_Western_Railway_(Saskatchewan)

http://www.greatwesternrail.com/great_western_railway.html

 

And historically an entity called the Great Western Railway was the first chartered railway in Ontario

https://en.wikipedia.org/wiki/Great_Western_Railway_(Ontario)

 

[Mike_Walker]

Welcome back, here are the ‘H’s and ‘I’s..

 

Hampton & Branchville.   Located in Western South Carolina, the H&B operated around 40 miles from Hampton to Canadys, SC plus a short branch.  It has its origins in a logging company charted in 1891 and in 1925 was authorised to build a line onwards from Hampton to Cottageville, another 48 miles, primarily to serve the logging industry.  In more modern times the road’s main customer was a power plant at Canadys which shut down around 2012 and the line has been dormant since.

 

 

The engine terminal at Miley, SC on 26 April 1999.  The two GP9s present are 859 (24868 5587-8  6/59) new as N&W 859 and 5943 (20852 5413-6 8/55) new as C&O 5943 and later B&O 5943.

 

Hartford & Slocomb.  This 22 mile line linked Dothan and Hartford, Alabama on former Central of Georgia tracks starting in 1953.  It was abandoned between Hartford and Taylor in 1992 with the remainder becoming the H&S Railroad which is today a Genesee & Wyoming property.

 

 

One Hartford & Slocomb survives.  913, an ALCo RS1 fully restored by the Tennessee Valley Railroad Museum is seen at Grand Junction, Chattanooga TN on 3 May 1997.  It was built in 2/50 (77848) as Atlanta & St. Andrews Bay 913.

 

Honey Creek.  This small line connected Honey Creek with New Castle, Indiana, on 6 miles of former Pennsylvania track purchased from Conrail in 1993.  Its main traffic was grain and fertilizer.  The line was taken over by CSX in 2017.

 

 

Honey Creek SW8 8693 at Sulphur Springs IN on 19 October 1997.  It was built as Delaware Lackawanna & Western 504 (14066 4096-4 8/51) becoming Erie Lackawanna 364 and then Conrail 8693.

 

Houston Belt & Terminal.  Founded in 1924 the HB&T provides switching service within the port area of this Texas city.  Under the title of the Port Terminal Railroad Association it is owned jointly by the railroads serving the city.

 

 

9626, a rare Morrison Knudsen 1500D (24311), switching BNSF’s South Yard in Houston TX on 18 August 2001.

 

Hutchinson & Northern.  This operates a switching and terminal line connecting with BNSF and UP in Hutchinson, Kansas.  Its origins date back to an interurban line built in 1923. 

 

 

On the day of my visit, 18 April 2002, nothing was working but access was allowed to the engine house to view their pair of SW900s.  No.6 (23298 4390-1 4/57) was new as Fernwood Columbia & Gulf 900 later ICG 900, passing to HN 6 by 3/83.

 

 

The other was no.7 (20406 4301-23 -/55) new as B&O 647 (later 9422) which the HN acquired from Petrolite, Barnsdall OK.

 

Idaho Northern & Pacific.  This operates two separate sections of track, one running from La Grande to Elgin, Oregon, connecting at Elgin with another former UP rail line now owned by Wallowa County – which continues to Joseph, Oregon – and the other running from Payette through Emmett and then into the canyon of the North Fork of the Payette River northward to Cascade. This section, considered the most scenic stretch of the INPR, previously continued to the former logging community of McCall, now a lakeside resort town, but that stretch has been abandoned. It also formerly operated the 85-mile Weiser, Idaho to Rubicon line from 1993 till its abandonment in 1995.

 

 

2074 a former Santa Fe GP7u at La Grande OR on 24 April 1998. New as ATSF 2876 (18893 6522-13 11/53) it was rebuilt in 7/74 and renumbered 2074.

 

 

4508 at Island City OR on 24 April 1998 is  a former GP35 which has been rebuilt to “GP40” standards.  It was new as Southern 2657 (29912 7774-13 2/65).

 

Illinois Terminal.  Another extensive interurban system becoming the largest end-to-end system amounting to some 460 miles by 1950.  Passenger service ended in 1956 but freight service continued and the company was purchased by nine railroads the same year. The N&W bought out the other partners in 1981 and merged it into itself the following year.

 

 

The Illinois Terminal’s fleet of diesels were certainly eye-catching as demonstrated here by GP7 1605 (18707 5279-2 8/53) which is preserved at the Illinois Railway Museum at Union where it is seen on 2 September 1990.

 

Indian Creek Railroad.  Like the Honey Creek above, this shortline gets by transporting grain and fertilizer over a 4½ mile former PRR line between Franklin and Anderson, Indiana.   Operations started in 1982 and it is owned by the Kokomo Grain Company.

 

 

The sole power for the line is 6002, a superbly maintained ALCo RS11 which was originally Southern Pacific 5858, later 2923 (83433 5/59).

 

 

The line comes to life during the harvest season and 6002 propels the outbound cars from Franklin to Anderson and pulls the inbound ones back.  Despite its immaculate condition, 6002 is still capable of providing that tell-tale black smoke.

 

Indiana & Ohio Railroad.  This company was formed in 1979 to operate 26 miles of former Penn Central track between Valley Junction Ohio and Brookville Indiana.  In  1985 through a subsidiary the Indian & Ohio Railway it took over two segments of former Conrail lines between Monroe (Middletown) and South Mason, Ohio, 10½ miles, and Blue Ash to McCullough (Norwood), 10 miles.  Another affiliated company, the Indiana & Ohio Central was formed in 1987 and took over three more segments of former Conrail and CSX tracks amounting to 151 miles.  Today as part of Genesee & Wyoming, it operates around 570 miles.

 

 

GP9  61 parked up at Allen Road southeast of Columbus OH on 25 October 1996. It was built as C&O 6067 (21704 5453-19 6/56) becoming CSX 369.

 

 

GP30 83 at Reading Yard in Cincinnati OH on 23 October 1996. It was new to Kansas City Southern 106, later 4106, (27794 5635-7 5/62).

 

Indiana Harbor Belt.  This Chicago area belt line was formerly a part of the New York Central but gained independence at the start up of Conrail.

 

 

For many year it relied of EMD switchers such as 8789, a NW2, in plain black at Burnham yard, Gary IN on 13 October 1995.                An IHB original it was built in 9/49 (7200 E1043-16).

 

 

SW1500 HLCX 1501, leased from Helm, crossing EJE drawbridge over Indiana Harbor Canal, Hammond IN on 13 October 1995.  It was new as Southern Pacific 2650 (4608-60 6/72) and later became Wisconsin Central  1567.

 

 

More recently this orange livery has been adopted as displayed by SW1500 1500 at Blue Island crossing IL on 20 March 2004. It was new to the IHB  as 9200 (31719 7882-1 7/66) and rebuilt by GE in Mexico in 2003.

 

Indiana Southern.  Began operations as a RailTex property operating 162 miles of  former Pennsylvania track between Indianapolis and Evansville, Indiana.  Today its another part of the G&W empire.

 

 

Wearing an extremely attractive livery, GP40 6573 was at Mars Hill south of Indianapolis  on 20 October 1996. It was new to the Western Maryland 3798 (37889 5791-4 8/71) and became CSX 6573.

 

Iowa Interstate.  Founded in 1984 to operate the former Rock Island main line between Blue Island, Illinois and Council Bluffs, Iowa, some 490 miles plus branches the most important of which is between Bureau Junction and Peoria, IL.  It continues today as a thriving, independent concern under the leadership of Chairman Henry Posner III.

 

 

Today’s IAIS operates high-horsepower GE’s but in its early days second hand Geeps were the order of the day such as 469 and 407 at Iowa Interstate’s Blue Island IL yard on 14 September 1990.  Both were rebuilds.   ‘GP8’ 469 was ex-ICG 7969 originally Illinois Central GP7 8969 (17728 6496-2 3/53) whilst 407 is a ‘GP10’ rebuilt by BN (1504) from GN GP7 604 (11053 6117-5 11/50).

 

 

Rare members of the roster were a trio of MLW M420Rs built for the Providence & Worcester – the only examples of the model.  800, ex-PW 2001 (6075-1 2/74) was at Peoria IL on 13 October 1996 with ‘GP10’ 483 and ‘GP16’ 495.  All three MLWs have been retired.

 

Iowa Northern.  Operates 127 miles between Cedar Rapids and Waterloo, Iowa on what was again the Rock Island.  Operations began in 1981 and was originally owned by local investors but became a part of Iron Road Railways in 1994.  Following bankruptcy of that group in 2002, it was taken over by a former IRR director and remains independent.

 

 

2003 at Bryant Yard in Waterloo IA on 22 March 2004 is a ‘GP20E’ built as a GP20 for the Cotton Belt (26304 7595-1 12/60).  It was rebuilt by the SP in 1965 becoming Cotton Belt 4144.

 

 

Wearing the current Canadian Pacific-inspired livery, 3803 at Bryant Yard on the same day was built as a GP38AC (37633 7305-15 6/71) for the Louisville & Nashville, 4044, later becoming SBD 6265 then CSXT 2174. It then passed to Locomotive Leasing Partners who had it upgraded to GP38-2 standards.

 

One more ‘I’ remains but it deserves extended coverage so will be covered next time.

Edited April 5, 2022 by Mike_Walker

[Mike_Walker]

As mentioned last time there is one more ‘I’ which warrants a longer entry.

 

Iowa Traction.   This is the only surviving wholly electrically operated shortline freight hauler.  It’s origins are in the Mason City & Clear Lake Railroad, an interurban line dating back to 1897 providing passenger service until 1936 and freight only thereafter.  This became the Iowa Terminal Railroad in 1961 and was purchased by local interests in 1987 when the present title was adopted.  In 2012 it was purchased by Progressive Rail but that seems, so far, to have had little effect on the operation.  It is 10½ miles long with the shop at Emery, approximately midway between Mason City and Clear Lake.  Most activity takes place on the eastern end in Mason City where several customers are located and there are interchanges with UP (CNW) and CP (SOO).  The line west of Emery appears to be used for long term storage of tank cars which no doubt brings in a useful income for no effort!

 

Operations seem to take place in the mornings and can almost all be observed from public roads – it was a roadside interurban after all – and the crews and management are all “railfan friendly” and appreciate they are operating, in effect, an operating museum. 

By the way, there is a small trolley museum in Clear Lake.

 

 

60, a Baldwin-Westinghouse 60 Ton (41054 5/17), outside the carbarn at Emery IA on 23 March 2004.  It was originally Youngstown & Ohio River 5.

 

 

54, a smaller  Baldwin-Westinghouse 50 Ton (56538 5/23), stands on the spur to AG Processing plant at Mason City IA awaiting the call to action on 23 March 2004.  It was built as Iowa Southern Utilities 400.

 

 

Having been woken up, 54 pulls the empties from a siding at Mason City.

 

 

54 crosses 19th Street SW with empties for AG Processing whilst 50 waits to spot loads.

 

 

50 waits whilst hi-tech point reversal techniques are employed.  Another Baldwin-Westinghouse 50 Ton (53784 10/20) it was new as Washington & Old Dominion 50 coming to Mason City after a spell with the Kansas City, Kaw Valley & Western.

 

 

54 propels the empties from AG Processing into the UP interchange track at Clear Lake Junction in Mason City.

 

 

51, yet another  Baldwin-Westinghouse 50 Ton (54748 5/21) new as Northeast Oklahoma 2, it later served both the Crandic and KC,KV&W  before coming to Mason City.

 

 

In a timeless interurban scene 54 heading west alongside the road with 51 on the rear out of Mason City on 23 March 2004.

 

 

A general view of the Emery IA depot on 23 March 2004.

 

 

54 glowing in the sunshine outside the depot at Emery.  The traditional “Traction Orange” livery is kept in perfect condition.

 

 

54 and 51 stand side by side outside the Emery depot on 23 March 2004.

 

 

Another important customer is a scrapyard adjacent to the Emery depot.  54 waits with two gondolas of scrap whilst 51 attaches two more on 23 March 2004.

 

The operation is well worth visiting if you find yourself in the area.

Edited April 5, 2022 by Mike_Walker

[Johann Marsbar]

If you haven't been to Mason City since 2004, the roads around the UP Interchange yard had completely changed by the time I revisited the place in 2011. There is an extensive flyover for the main road (19th St SW) there now which eliminated the grade crossing over the UP line.

[Mike_Walker]

Apologies for the long gap since the last instalment but I’ve been kept busy with other things.

 

Kalamazoo Lake Shore & Chicago.   This Michigan shortline  operated 4¼ miles of former Pere Marquette track between Hartford and Paw Paw it took over from CSX in 1987 reviving the name of an early railroad.  It was short-lived and went bankrupt.  Since 1995 the line has been operated by Pioneer Railcorp under the West Michigan banner but sold it to local interests in 2015.

 

 

The only locomotive to receive KLSC livery was former Santa Fe GP7u 85 seen at Paw Paw on 13 September 1990. Built as ATSF 2890 (18907  6546-12  12/53) it was rebuilt by the Santa Fe in 11/77 becoming 2110.

 

 

2067 is another GP7u clearly of Santa Fe origins, in fact from the same order.  It was originally ATSF 2893 (18910  6546-15 12/53) and was rebuilt as 2067 in 4/73.  Note it carries the reporting mark, NRRC, of the Narragansett Railroad on the cabside.  In addition to freight service, the KLSC also hosted the Michigan Star Clipper dinner train until that moved to COE Rail in 1991.

 

 

 

The Michigan Star Clipper  was noteworthy for the stock it used including three cars from the Pennsylvania Railroad’s experimental low-slung Keystone train built by Budd in 1956. Of the original eight cars, coaches 9064 and 9065 were used along with power car 9600.

 

 

Splicing the coaches was diner 8022, probably ex- AMTK 8022 nee-SCL 5922 built by Budd in 1947.

 

 

Kankakee Beaverville & Southern. In December 1977, Conrail was set to abandon 25 miles of their ex-New York Central Railroad trackage between Kankakee and Sheldon, Illinois, when instead it was purchased by Beaverville businessman Fey Orr to service his lumber and agricultural products industry based there.  Eighty miles of the bankrupt Chicago, Milwaukee, St. Paul and Pacific Railroad's trackage from just north of Donovan and Danville were purchased in 1981.  These two lines cross near Iroquois.  The Norfolk Southern abandoned its ex-New York, Chicago and St. Louis Railroad trackage between Cheneyville, Illinois (north of Danville) Boswell, Indiana and Lafayette, Indiana, which KBSR purchased in 1991. Several other abandonments occurred in the area by Class I railroads which the Kankakee, Beaverville were able to capitalize on.  Currently, the KBSR operates about 155 miles of trackage in a vaguely triangular shape between Kankakee, Danville, and Lafayette, with numerous sidings.

 

 

The KBS was a firm supporter of ALCos from the start although more recently a switch has been made to EMDs.  On 23 October 1995 RS11s 318 (83583 6/60 ex-BN 4193 nee-NP 913) and 321 (81777 4/56 ex-N&W 321) were outside the shops at Iroquois Junction.

 

 

The KBS took advantage of the Wisconsin Central’s clear-out of ALCo power following its take over of the Green Bay & Western by acquiring one of the latter’s “RS20s” and a RS11.  The former, 308, stands at Iroquois Junction on the same day.  It was built as a RS3 (81287 6/55) but was rebuilt with a 2000hp 251 series prime mover and chopped nose.

 

 

Just under a year later, on 16 October 1996, 308 and RS11 318 (83583 6/60 ex-BN 4913 nee-NP 913) were switching at Iroquois Junction.

 

 

Later that day, 318 and 308 are seen passing the large Cargill elevator at Sheldon IL and its resident GE 80 Ton #2 (17751 2/43 USA 7851).  The KBS train was coming to a stand to wait for a Toledo Peoria & Western freight to cross the diamond ahead of it.

 

 

This second visit was part of a tour Steam Powered Video organised and the visit was hosted by the KBS president Fey Orr.  This remarkable gent started out as a school teacher and inherited a local grain elevator.  As mentioned above, he went on to acquire several other local lumber and agricultural businesses.  He told us that when the railroad was facing abandonment he decided to buy it but had trouble arranging the finance from his bank.  So, as you do with America’s small-town banks, he got himself made president of that and lent himself the money!

 

He treated his guests like royalty with a slap-up lunch at a local diner (he owned that too, naturally) and led our convoy of minivans chasing 318 and 308 to various locations as they went about their business.  In return we helped push the trucks back under one of the ALCOs that was being repaired.

 

Sadly, Fey passed away in 1997 aged 85.  Vice President Kevin Stroo then took over as President of the KBS until his death in 2009.  Current President is Tyler Stroo.  Vice-President is Neil Stroo. Talk about keeping it in the family.

 

 

Kansas & Oklahoma.  A Watco subsidiary, the K&O started up in 2001 replacing the Central Kansas Railway, an OmniTRAX subsidiary, which operated nearly 900 miles of former Santa Fe track in western Kansas and Oklahoma from 1993.

 

Both wearing WAMX (Webb Asset Management – closely affiliated with Watco) reporting marks; GP7u 7001 (16387 5145-21 8/52 ex-ATSF 2743 r/b 2206) and GP35 3521 (29965 7776-2 1/65 ex-DRGW 3050) switching  at Orient Yard, Wichita KS on 18 April 2002.

 

 

Two less pristine members of the roster, WAMX 7018, GP7m (11123 6074-7 3/50) which was new as MKT 1601 and carrying remnants of the livery of its previous owner, South Kansas & Oklahoma; and Helm 3611, GP38 (53913 7191-88 8/69 ex-CR 7762 nee-PC 7762), at Orient Yard, Wichita KS on the same day.

 

 

Kiamichi Railroad.  Headquartered at Hugo, Oklahoma, this shortline operates 231 miles formed of two former Frisco (SLSF) lines.  It started in 1987 and was later purchased by RailAmerica and therefore passed to Genesee & Wyoming.

 

 

Kiamichi GP7 706 was built in 10/51 (7897 5001-5) as Louisiana & Arkansas 154, later being absorbed into the parent KCS fleet as 4154.  It is seen off line at the Tulsa-Sapulpa Union shop in Sapulpa OK on 16 April 2002.

 

 

Kyle Railroad.  Formed in 1982 and named after its owner Willis B. Kyle, this took over operations of the former Rock Island main line between Phillipsburg, Kansas, and Limon, Colorado; 777 miles.  It is now part of Genesee & Wyoming.

 

 

Again off line at Nebraska City, Nebraska on 11 April 2002, Kyle 1828 is a rare EMD GP28 (28945 5659-9) built in 9/64 as Illinois Central 9437 and later ICG 9437 then Iowa RR 9437.

Edited April 6, 2022 by Mike_Walker

[Warspite]

Mike

 

No need to apologise, this is such a fascinating series and it's great to see so many shortlines we've heard about over the years. I loved the story about Fey Orr. You couldn't make that up!

 

Stephen

[Mike_Walker]

This time we have the first group of ‘L’s.

 

Lake Superior & Ishpeming.   Located in the Upper Michigan peninsula, this shortline was founded in 1892 and today operates as independent concern still serving the iron-ore mining in the area.  At its peak it operated nearly 120 miles but that has now reduced to around 25.

 

My only visit, on 7 September 1990, was the day after I’d had an unpleasant encounter at the Escanaba & Lake Superior.  I called at the LS&I offices in Marquette, introduced myself and enquired about visiting the railroad.  This caused some mirth in response.  It seems I’d turned up in the middle of an industrial dispute in the mining industry and as a result nothing was moving on the railroad!  However, I was welcome to visit the yards at Eagle Mills and a pass was issued – the only restriction was in actually entering the workshops.  They also explained that the hostile reaction at the E&LS was probably down to so-called “enthusiasts” removing builders plates and other parts from their Baldwins.  To add to the gloom, it was a vey wet day!

 

 

Stored at Eagle Mills was ALCo RS3 1608 (80737 5/54) which was purchased new.  It was later sold to the Michigan Northern.

 

 

The LS&I operated a number of less-common General Electric “U Boats”. 2303 was a U23C (37572 9/70) again purchased new and still wearing its original dark red livery.

 

 

2501 is an example of the U25C (35063 7/64).  Another new purchase it wears the later bright red livery with the stylised initials on the hood side. 

 

 

U23C 2300 (36706 3/68) wears the final green livery whilst 2301 (36707 4/68) is still in the bright red.  All these early units were replaced by a fleet of former BN U30Cs.

 

 

The ore dock at Marquette where trains unloaded their cargos into Great Lakes steamers.

 

Several LS&I steam locomotives survive.  The best known is 18 which retained that number with the Grand Canyon Railroad.  The 2-8-0 was built ALCo-Pittsburg (46941 1/10), drivers 4’ 7”, boiler 200 psi; cylinders 22"x28", tractive effort 42000lbs.  Seen at Grand Canyon in 5/91, it has since moved to the Coalbrookdale RR at Boyertown PA where it is currently stored.

 

Lancaster & Chester.  Known as The Springmaid Line, the L&C operates 29 miles in South Carolina and started as the 3’ gauge Cheraw & Chester RR in 1873 becoming the L&C in 1896.  It became part of the Gulf & Ohio family in 2010.

 

 

For many years the line was operated by EMD switchers.  SW900s 90 (30759 4489-1 10/65) and 91 (30760 4489-2 11/65) and SW1200s 93 (24132 4414-1 11/57 ex-CR 9354 nee-PRR 7900)  and 94 (24149  4414-18 11/57 ex-CR 9336 nee-PRR 7917) are seen switching at Chester SC on 28 April 1999.

 

Laurinburg & Southern.  In neighbouring North Carolina, the Laurinburg & Southern was founded in 1909 and comprises 28 miles from Johns NC to Aberdeen , although the connection at Aberdeen has been abandoned.  It also operated an extensive locomotive leasing business but was acquired by Gulf & Ohio in 1994.  Much of the line is now out of service and used for car storage.

 

 

Laurinburg & Southern 116, an EMD SW1 (7510 E1070-9) new in 8/49 to the Union RR in Pennsylvania (463) outside the shop at Laurinburg on 15 May 1997.

 

Leadville Colorado & Southern.  This company provides tourist service on 13¾ miles of the old narrow gauge Denver South Park & Pacific between Leadville and Climax, Colorado.  The line was converted by standard gauge in 1943 and was operated by Burlington Northern until 1988.

 

 

1714 is a chop-nosed GP9 (20644 5043-1) new as Northern Pacific 241 in 8/55 and latterly BN 1714 seen at Leadville  on 19 September 2000.

 

Lewis & Clark.  Located in Washington state, this line connects Chelatchie with a connection to BNSF at Rye Junction, around 30 miles.  Once part of the Northern Pacific, it has had several owners in recent times including the Longview Portland & Northern and Chelatchie Prairie.  When the latter sought to abandon the line in 1986, the county bought it and leased it to the Lewis & Clark which is, of course, named in honour of the two pioneers who did so much to explore the northwest.

 

 

SW8s 82 and 83 (18350 4179-4 and 18353 4179-7) both built in 1953 for the Southern Pacific 4615, 4618 (nee-1120, 1123) at Battle Ground WA on 18 April 1998.

 

Little Rock & Western.  Another line to emerge from the ashes of the Rock Island, the LR&W connects Danville and Pulaski, Arkansas, a distance of around 79 miles.  Shortline operations started in 1980.  It is now part of Genesee & Wyoming.

 

 

 

 

ALCo Century C420s 101 and 102 at the company’s headquarters in Perry AR on 28 March 2004. 101 (84529 2/64) was originally Long Island 207 with a high short nose whilst 102 (3467-1 8/66) was new as Louisville & Nashville 1306 and was built with a low nose.

 

Livonia Avon & Lakeville.  Operates 8½ miles of former Erie RR track between Avon, New York and Lakeville.  It commenced operations in 1964 and in addition ti its “home” operation, the company is parent to the Bath & Hammondsport and the New York & Pennsylvania Railroad.

 

 

ALCo S2 72 at Lakeview NY in September 1998.  Built in 7/41 (69535) it was originally South Buffalo 72.

More ‘L’s to follow…

Edited April 6, 2022 by Mike_Walker

[Mike_Walker]

Here’s the balance of the ‘L’s.

 

Longhorn Railway.  Based out of McNeil, TX, this company operated around 162 miles of former SP trackage in central Texas owned by Capital Metro.  It took over operations from the Austin & Northwestern in 1996 but was short-lived and was replaced by the Austin Area Terminal Railroad in 2000.  This in turn was replaced by Watco’s Austin Western Railroad in 2007.

 

 

2008 was an EMD SW1200 (30253 4477-15 1965) appropriately of SP origins, 2286 later 1621.  It is seen at the GWR’s Loveland CO shop on 11 May 2000 just a few days after the Longhorn’s demise.  The TC logo on the cabside is a reference to the Central Tennessee – the Longhorn’s parent.

 

 

Louisiana & North West.  This old established concern dates back to 1889 and operates 62½ miles from McNeil, Arkansas to Gibsland, Louisiana plus another 6½ miles from McNeil to Magnolia AR leased from the UP.  Independence ended in 2008 when the company was acquired by Patriot Rail.

 

 

The LNW was renowned for its well-presented locomotives as represented here outside the shop at Gibsland on the balmy evening of 5 October 2000.  Left to right 56 and 57, the former  GTW 6402 and 6400, GP40s (33912 7099-3 and 33910 7099-1 6/68) new as Detroit Toledo & Ironton 402 and 400, both recently arrived and yet to be repainted; 53, GP7u built in 1/51 as Santa Fe 2666 (13187 5054-12) and rebuilt in 2/79 as ATSF 2152 and 54, a GP35 (29742 7762-5 3/65) new to the Cotton Belt as 776, later 6516.  In the background, stored out of use, is 50, a GP7 (18570 5245-2 6/53) which was new as UP 111, later 711.

 

 

Earlier, the LNW had made use of F units.  Still sporting traces of its former glory, F7A 48 (18372 3167-A4 3/53) sits at the Chadbourne NC yard of its later owner, Carolina Southern on 14 May 1997.  It was new the SP’s Texas & New Orleans subsidiary as 379 and later served as Wellsville Addison & Galeton 2400.

 

 

Louisville & Indiana.  Operates freight service between Indianapolis, Indiana and Louisville, Kentucky, with a major yard and maintenance shop in Jeffersonville, Indiana. It is owned by Anacostia Rail Holdings.  The 106-mile line was purchased from Conrail in March 1994. Previously, it was owned by Penn Central, and before that, the Pennsylvania Railroad.  It also serves the former Clark Maritime Center, now Port of Indiana, Jeffersonville. In Louisville, the LIRC interchanges with the Paducah and Louisville Railway and CSX Transportation. In Indianapolis, the LIRC interchanges and the Indiana Rail Road at the Senate Avenue Terminal.

 

 

220, a Canadian-built GP38-2 (A4063  C432 3/81) which was new to Nova Scotia’s Devco Railway.  It is seen at shop in Jeffersonville on 21 October 1996.

 

 

Former Conrail SW1200 9378 (21478  4334-16  1956) was new as New Haven 655 and later Penn Central 9195.  It too is at Jeffersonville on the same day.

 

 

Louisville New Albany & Corydon.   Based out of Corydon, Indiana this little line extended a little under 8 miles to Corydon Junction where it connected with the Southern Railway’s Louisville to St. Louis main line.  Founded in 1881, it was sold to its main customer, Lucas Oil Company in 2006 and is now known as the Lucas Oil Rail Line.

 

 

For many years it hosted the Corydon Scenic , tourist operation whose Budd RDC1s 9801 and 9802 were at Corydon on 21 October 1996. 9801 (5806 4/53) was originally New Haven 48, then Amtrak 16 and finally MARC 9801 whilst 9802 (5502 4/52) was NH 21 then MARC 9802.

 

Lowville & Beaver River.  Located in upstate New York, this line connected Lowville NY with Croghan, 10½ miles.  Incorporated in 1903, it connected with the Mohawk Adirondack & Northern (originally the NYC) at Lowville.  In 1991 it was acquired by the Genesee Valley Transportation, which also controls the MA&N, but has been inactive since 2007 following the closure of a paper mill which as its main customer.

 

1947, a classic GE 44 Ton (28345 4/47) was acquired new – hence the number – and is seen at Lowville in September 1998.

 

 

Luxapallia Valley.  This 38 mile line connects Columbus, Mississippi with Belk, Alabama.  It started operations in 1996 as a subsidiary of the Columbus & Greenville taking over former Southern Railway trackage  and along with that company was acquired by Genesee & Wyoming in 2008.

 

GP38 2880 seen at the C&G shops in Columbus on 4 October 2000 has an interesting history.  Built in 6/66 (31782 7895-1) for the original Norfolk Southern Railway as its 2001; it became Southern 2880 when that company absorbed the NSRY in 1982.  Originally low nose, the Southern naturally rebuilt it with a high nose and, of course, it passed to the present Norfolk Southern retaining the number 2880.

Edited April 6, 2022 by Mike_Walker

[Mike_Walker]

After a pause we start on the ‘M’s of which there seems to be a considerable quantity.  Here’s the first batch.

 

Magma Arizona Railroad.  Perhaps more of an industrial operation. Magma Arizona operates from a connection with the UP (SP) at Magma, Arizona to Superior, just over 28 miles, and the industrial trackage serving the smelter at the latter point.  It started out in 1914 as a narrow gauge line but was standardised in 1928.

 

 

Magma Copper 1 a phase III ALCo RS3 (80575 1/55) in as-built condition in all orange livery, at San Manuel AZ on 10 May 1991.

 

 

Magma Copper 3, another late model ALCo RS3 (81288 3/55) and dump cars at San Manuel AZ dumper on the same day.   This loco and MAA 2 were later sold to the Blacklands RR in Texas where I encountered them in 2001 – see page 1 of this thread.

 

Maine Coast.  This short-lived company was set up by the Massachusetts Central Railroad in 1990 to operate the former Maine Central Rockland branch from Brunswick to Rockland, some 57 miles.  It closed in 2000 after losing the lease and was replaced by the Maine Eastern.

 

 

ALCo S1 958 (77108 10/49) was built for the Maine Central and continued to wear a livery inspired by its previous owner when serving the Maine Coast.  It was at Rockland in October 1998.

 

Marinette Tomahawk & Western.  This Wisconsin line was founded in 1894 connecting Tomahawk with Bradey and Wisconsin Dam, 11½ miles.  It became the Tomahawk Railway in 1991 and survives under G&W ownership although the Bradley branch has been abandoned.

 

 

MT&W 90 was an early EMC model NW1 (786 6/380 built as Minneapolis & St. Louis 90. It is now part of the collection of the National Railway Museum at Green Bay WI where it is seen on  5 September 1990.

 

McCloud River.  This operation dating from 1897, hauled lumber from the forests surrounding McCloud in northern California to a connection with the UP (SP) at Mount Shasta reaching around 100 miles of track at its peak including at one time a connection with the Great Northern’s Hambone branch.  After becoming the McCloud Railway in 1992 there followed a decline which saw almost all the line abandoned apart from Mt Shasta to McCloud.  The final operations were the Shasta Sunset Dinner Trains but these ended in 2010.  Recently there has been a proposal to reopen the line for railcar storage.

 

 

The railroad latterly operated with a trio of EMD SD38s 36, 38 and 37, seen here at McCloud CA on 28 September 2003.  Bought new in 4/69 (34880, 34882, 34881) and whilst 36 and 37 wear the original livery, 38 displays that of the subsequent McCloud Railway.  36 and 38 are still at McCloud.

 

 

Earlier, the McCloud River had been a keen user of Baldwin locomotives such as no. 30, a S12 (75912 6/53) also bought new but sold in 1963. After several subsequent owners it returned to McCloud in 1995 and remains there stored.

 

Meridian & Bigbee.  Incorporated in 1917, the M&B operated 51 miles between  Meridian MS and Myrtlewood, AL.  Later becoming M&B Rail, it is now a G&W property.

 

 

The shop building in Meridian.  Unfortunately on my only visit on 4 October 2000, the only locomotive present was East Tennessee  7735, a GP10 rebuild which started life as Frisco GP7 585 (13318 5074-13 10/51).

 

Mid Atlantic Railroad.  Operated from Mullins SC to Chadbourn NC on former ACL track from 1987 until 1995 when it became part of the Carolina Southern.

 

 

GP18 958 GP18 still carried the attractive Mid Atlantic livery at Chadbourn NC on 14 May 1997. It was built as N&W 958 (26799 5633-20 8/61).

 

Midland Railway.  Not technically a short line but a heritage line operating 11 miles of former ATSF track between Baldwin City and Ottawa in Kansas.  It is home to some interesting motive power seen at Baldwin City on 14 April 2002.

 

 

524, an EMD NW2 (3623  E699-8 8/46) built for the CB&Q as 9227 which later became BN 524.

 

 

New York Central 8255, an ALCo RS3 (78871 6/51).

 

 

Missouri Kansas Texas 142 is another RS3 (78892 6/51) starting life as MKT 1701 but was rebuilt with an 16-567C prime mover and Geep style long hood by EMD in 1959.  Note the EMD builder's plate on the frame.

 

 

Rock Island 630, an EMC E6A (1424 E415-A1 11/41) is one of the few surviving E's with the early “slant nose” which was replaced by the stubbier “bulldog” starting with the E7s.

 

 

Rock Island 652 is a later E8A (15119 2047-A3 3/52).  Both these Rock Island units have since left the Midland and are owned by Dan Sabin of the Iowa Northern Railroad where they have been cosmetically restored.

Edited April 6, 2022 by Mike_Walker

[jamie92208]

Trains has just done a feature aboute 'private' railroads and one of those featured was the Magma Arizona.  Good reading.

 

Jamie

[Mike_Walker]

Once again, apologies for the long gap between posts.  This time three more M’s, two from the north, one the south.

 

Minnesota Commercial  This operation is based mostly in the Twin Cities of Minneapolis and St. Paul and provides local service plus it has a lengthy line out to Hugo, MN and has trackage rights on BNSF to Bayport and Stillwater.  Independent, it was formed in 1987 to replace the former Minnesota Transfer.

 

 

The MNNR has an eclectic locomotive fleet comprising mostly of ALCos and a few GEs.  313 is a Century C424 which was new to the Green Bay & Western with the same number (3382-04 1/1965).  It is seen at the Midway shops on 10 July 2005 with Slug T1 rebuilt from a former B&O Alco RS3.

 

 

35 is a more modern “ALCo” product, a MLW built M420W (M6092-15 2/1977) formerly Canadian National 3574.  It is seen at the Midway shops on 10 July 2005.

 

 

83 is another Montreal product, a RS18 (82464 4/1958) previously CP 1837.

 

 

71 is an interesting locomotive being the former CP Rail 4711, a MLW M636 (M6031-12  1970) which had been experimentally repowered by its former owner with a 3200hp Caterpillar engine in 1988.

 

 

59 is even more exotic. It’s a C36-7 but no ordinary example.  Rather than being built by GE at Erie it was constructed by Goninan (55) in Australia in 5/1978 for Hammersley Iron and subsequently imported to the US.  It's named Crocodile GE in honour of its roots!

 

 

318 being fuelled at Midway roundhouse on 10 July 2005 is a rare ALCo RS27 (83602 3/1962) formerly GB&W 318 but new as C&NW 901.

 

 

1983, a GE B23-7, propels a cut of cars from Midway into Cleveland Ave. Minneapolis MN on 10 July 2005. It was new to Conrail as it 1983 (42321 4/1979).

 

 

A flashback to the former Minnesota Transfer.  ALCo RS3 200 (79245 10/51) is now preserved at the Illinois Railway Museum at Union.

 

Minnesota Northern  This is a Class III shortline railroad that operates over 224 miles of track in northwestern Minnesota. The railroad is co-owned by KBN Incorporated and Independent Locomotive Service and is headquartered in Crookston, Minnesota.  It was created in December 1996 when the railroad’s former owner, RailAmerica, purchased 204 miles of track from the newly created Burlington Northern & Santa Fe Railway. Also included in the sale were 64 miles (103 km) of trackage rights on the BNSF's Grand Forks Subdivision from Crookston, Minnesota to Erskine, Minnesota and the Canadian Pacific's Detroit Lakes Subdivision from Erskine, Minnesota to Thief River Falls, Minnesota.

 

 

Sitting outside the shops at Crookston, MN on 16 July2005 we find 1392 a ‘GP10’ owned by Independent Locomotive Services, one on the Minnesota Northern’s co-owners.  New Chesapeake & Ohio 6138, a GP9 (22046 9/56), it was acquired by Illinois Central Gulf and rebuilt as a GP10 in 11/73 becoming ICG 8286 and later Paducah & Louisville 8336.

 

 

1380 at the ex-CP shop at Thief River Falls MN on 16 July 2005 is another GP10.  New as Illinois Central GP9 9363 (23863  5553-64 1/58) it was rebuilt by ICG and later became Cedar Valley 9363 in 1984.

 

 

This rare EMD TR4A-TR4B “Cow and Calf” set at Crookston on 16 July 2005 gives away its origins as the former Belt Railway of Chicago 505 (505A) and 513 (505B).  They were new in 9/50 (10519  4032-A4 and 10522  4032-B2). N They are the equivalent of a SW7 and only 15 sets were built.

 

Mississippi Export   This is a 42-mile shortline railroad founded in 1922 which operates in the state of Mississippi from Pascagoula to Evanston. The company owns a North-South line between its two termini, along which it interchanges with Canadian National and CSX. MSE also connects to the NS in Mobile, AL, and Hattiesburg, MS and KCS in Jackson, MS, through haulage agreements.   It also has access to the Terminal Alabama State Docks and the Port of Pascagoula through a reciprocal switching agreement.

 

 

The day I passed by the headquarters at Moses Point, 11 October 2000, nothing was happening so well-maintained GP38-2s 65 (75645-1 9/75) and 66 (786213-2 4/79) were basking in the sunshine.  Both were purchased new.

 

I’ll try not to leave so long before the next posting!

Edited April 6, 2022 by Mike_Walker

[F-UnitMad]

I do like the Minnesota Commercial, I have the C-Vision Productions DVD about it, although that's now a few years old & slightly out of date. The Minnesota Commercial has the last two Alco RS27s in existence, according to the DVD.

They also had an EMD CF7 for some years, now sold on (& probably scrapped) - I made a copy of it from an Athearn CF7 in HO, some years ago now...

 

Just would love to get one in O Scale, these days!

Edited November 25, 2021 by F-UnitMad
Photo added.

[newbryford]

On 25/11/2021 at 12:37, Mike_Walker said:

Once again, apologies for the long gap between posts.  This time three more M’s, two from the north, one the south.

 

Minnesota Commercial

 

 

 

 

 

318 being fuelled at Midway roundhouse on 10 July 2005 is a rare ALCo RS27 (83602 3/1962) formerly GB&W 318 but new as C&NW 901.

 

 

 

 

A friend just sent me this link

 

[Mike_Walker]

Good to see at least one of the RS27s is still active.  It is now more than half a century since ALCo shut it's doors so it is amazing so many are still earning a living doing what they were built for especially such a rare model.

[Mike_Walker]

Another batch of M’s this time…

 

Missouri & Northern Arkansas  Founded in 1992, the MNA today operates around 527 miles of track in Arkansas, Kansas and Missouri with its headquarters in Carthage, MO.  The majority of its network is former Missouri Pacific or Missouri Kansas Texas trackage.  Originally founded by RailTex, it is now a Genesee & Wyoming subsidiary.

 

The eastern end of the MNA is in Kansas City where it connects with several other railroads.  On 13 April 2002 leased CEFX 9375, SD45T-2; 1011, CEFX 9391, cross the diamonds at SW Junction Kansas City.  The two CEFX units are clearly former Southern Pacific units of the same number and are both SD45T-2s; 1011 is a SD20 which started life as an SD24, UP 415 (25373 5602-A16 8/59)  and passed to the ICG who rebuilt in 3/80 as a deturboed SD20 numbered 2011.

 

 

A scruffy pair of GP40s, 4015 and 4010, lead a northbound through Butler MO on 26 March 2004.  4015 was built as Rock Island 4709 (36395 7263-10 4/70) and later became UP 640 whilst 4010 was originally MKT 205 (34088 7102-12 8/68) which became UP 511.

 

 

Two further SD20 rebuilds, 1021 and 1023, along with 1011 and GP40 4044 at Carthage MO on 26 March 2004.  Both SD20s were rebuilt by the ICG from former Southern SD24s; 1021 was CNOTP 6315 (25664 5606-38 1/60) rebuilt in 11/80 and 1023 the former NONE 6347 (25653 5606-27 12/59).  The GP40 started life as MKT 195 (34078 7102-2 8/68) becoming UP 501.

 

 

4169 seen at Carthage on the same day is a GP9 which had been rebuilt as a Slug.  That is to say, the engine and generator had been removed and ballast added.  It was originally DRGW 5911 (20519 5398-5 5/55) and was later Austin & North Western 33.  Behind it are two former rebuilt ATSF GP7u’s, 2210 and 2167, (15798 5110-1 1/52 and 17011 5170-12 10/52 respectively) both of which came to the MNA via the Northeast Kansa & Missouri; and Huron & Eastern 103, a GP9 which started life as C&O 6179 (22462 5509-13 11/56).  It wears a Pere Marquette inspired livery, the HESR operating over former PM track.  Regrettably, I didn’t wander down and take a close up

 

Mohawk Adirondack & Northern  Located in upstate New York and was founded in 1991.  It has two divisions, the Southern comprises 45 miles from Utica to Lyons Falls whilst the 60 mile Northern Division out of Carthage NY is currently disused.  All lines are former New York Central and the company is part of Genesee Valley Transportation.

 

 

804 is seen on the now disused Northern Division at Carthage in September 1998.  As the livery reveals it is the former British Columbia Railway 804, an ALCo C425 (3392-04 10/64) which was originally Erie Lackawanna 2454.

 

Monongahela Connecting  A small industrial railroad in Pittsburgh, Pennsylvania. It was a subsidiary of the Jones & Laughlin Steel Company and a large portion of its work was for its parent company, though it also serves other industries along the line. The railroad is possibly best known for its Hot Metal Bridge, which was used to carry molten iron across the Monongahela River from J&L's Eliza Furnaces to the Bessemer converters (later, open hearth furnaces) and rolling mills at J&L's South Side facility.

The railroad is still in existence, but in much reduced for and since 2003 has been part of the Allegheny Valley Railroad. The Monongahela River bridge has been converted to a two-lane automobile bridge, with the adjacent hot metal bridge converted for bicycles. The bridges are collectively called the Hot Metal Bridge. The railroad serves a few small industrial customers along the north/east (right downstream) bank of the river.

 

 

An early pioneer of diesel traction it used ALCos and GEs among other makes among them 701, a low-cab ALCo C415 (6005-01 7/68) which is preserved at the Pennsylvania Railroad Museum, Strasburg PA where it is seen in October 1997.

 

Montana Western   In 1986, the MWRR leased and began operating trackage owned by the Burlington Northern Railroad between the towns of Butte and Garrison, Montana, a distance of 52 miles.  In 2003, the line was returned to the BNSF Railway, corporate successor to the Burlington Northern, and it is now operated by BNSF.  It was affiliated with the nearby Rarus Railway

 

 

202, a GP9m, in the yard at Butte MT on 20 May 2000.  It was new as C&O 6148 (22056 5521-5 11/56).

 

 

201, another GP9, was at the Rarus Railway shops at Anaconda MT on the same day with RARW 103.  It was new as Western Maryland 44 (23909 5554-4 6/57) and was later CSX 6419. 

 

A Merry Christmas and Happy New Year to all.

Edited April 6, 2022 by Mike_Walker

[Mike_Walker]

The final batch of M’s!

 

Morristown & Erie  A particular personal favourite, the M&E is a shortline based in Morristown New Jersey on the edge of the New York-Newark metropolitan area.  It has been independent throughout its life since its incorporation in 1903.  The core line is the 9 mile line from Morristown (where it connects with the former DL&W) through Whippany to Roseland.  The line originally continued to a connection with the Erie RR at Essex Fells, hence the name, but that was abandoned many years ago.

 

In addition to its own line, the M&E has extensive trackage rights for freight service on New Jersey Transit with an interchange with CSX at Kearny NJ and Norfolk Southern at Wharton NJ giving it a system of around 100 miles.  It also provides contract switching services and locomotive and passenger car rebuild services.  In addition it hosts passenger excursions operated by the Whippany Railroad Museum.

 

 

A general view of Morristown NJ shop and yard on my first visit on 19 August 1985.  The former DL&W main line runs along the back with NJ Transit’s Morristown station just out of view on the left.  In addition to ALCo 16, there were a couple of NJT ‘Comet III’ cars present undergoing warranty truck repairs an privately-owned ex-NH club lounge sleeping car 552 'Nutmeg State' built by Pullman-Standard in 1955.

 

 

The M&E was an all-ALCo road back in 1985.  Century C424 18 (3382-01 9/64), one of a pair then recently acquired from the Toledo Peoria & Western (the former 800), was being prepared for service outside the Morristown shop.

 

 

The other of the ex-TP&W pair, 801 (3382-02 9/64) was awaiting painting and would become M&E 19.

 

 

M&E 16 was a rare Century C430, one of only 16 built.  It was CR/PC/NYC 2054 and built in 11/67 (3494-05).

 

 

Sister 17 (3494-04 11/67) was the former CR/PC/NYC 2053 and is seen undergoing maintenance inside the Morristown shop.  Both were sold to the Western New York & Pennsylvania in 2001.

 

 

Still at Morristown on this occasion but awaiting sale was S4 14 ‘T G Peterson’ which was bought new in 4/52 (79786). It was sold to Linden Chlorine and scrapped in 1994.

 

 

Having prepped 18 for action, I was invited to join the crew as they made a trip up to Whippany switching various industries on the way.  Here it leaves an AWTN boxcar to run round before spotting it at a lumber dealer in Cedar Knoll NJ.

 

 

18 stands across a road in Whippany whilst the points are thrown.  Moments later a car screeched to a stand just missing ramming the loco.  Suitable pleasantries were exchanged between driver and crew.  A little later we got a radio message that the NJ State Troopers had received a complaint of a loco crossing the road without warning!  Our crew gave their version of events and everyone (except the car driver no doubt) seemed happy.

 

 

18 alongside the nicely restored station at Whippany whilst we “went for beans”.  It is the headquarters of the eponymous Railway Museum .

 

 

The M&E’s power was immaculate both externally and internally as this view of 18’s cab reveals.  During the trip I observed that the loco was not displaying the characteristic black ALCo smoke.  I was told in no uncertain terms  that ALCo’s do not smoke if properly maintained!  Well, that was me told.

 

 

As mentioned above, the M&E has trackage rights across much of NJ Transit so the appearance of 16 at the latter’s Hoboken engine terminal on 27 October 1988 was not an unusual occurrence.  Note that by the it had acquired a black roof, surely not to hide any exhaust contamination?!  Note also the impressive stack extension!

 

 

I was invited to join a M&E crew again on 6 October 1993 when 19 was used to deliver preserved New York Susquehanna & Western Budd RDC-1 M-1, which had been receiving attention at Morristown, back to Roselle Park on the NYS&W.  A trip which involved an extensive “tour” of the complex network in metropolitan New Jersey.  We returned  with two private cars, NYC 3 and 'Morris County'.

 

 

The M&E performs a lot of work for local preservation and as a result there is often something unusual to be found at Morristown.  On 8 October 1997 it was Lehigh Valley F7As 576 and 578 owned by the United Railroad Historical Society.  However, they are not what they appear and were actually both former CNW units, 4073C (8551 E1188-A4 7/49) and 4087C (10151 E1188-A38 12/49) which had later become NJT 417 and 420 respectively.

 

 

The same day also saw former Erie SW9s 438 (15936 4169-4 4/52) and 436 (15934 4169-2 4/52) sitting on the interchange track.  Both had latterly been with NJT  and 436 was destined for the newly established New York & Greenwood Lake whilst 438 passed to the URHS but later moved on.

 

 

Sticking with preservation,  M&E 15, an ALCo RS1 (72817 10/63) which was new to the US Navy  (6500078) and served the M&E from 1963 until 1985 when it was sold to the Valley Railroad in Connecticut for preservation which is where I found it on 18 August 1985.  Sadly there was to be an unhappy end for the loco, it was scrapped in the mid-1990s. 

 

 

Moscow Camden & San Augustine   This is a  short line railroad headquartered in Camden, Texas and is a subsidiary of Georgia-Pacific. It operates 7 miles from Camden to an interchange with the Union Pacific Railroad in Moscow, Texas. Although it is legally a common carrier, the line’s traffic consists entirely of outbound plywood, lumber, and other forest products originating from a single industry, the Georgia-Pacific mill in Camden.

 

Despite its diminutive length, it holds several Texas historical distinctions. It is the oldest railroad in Texas still operating under its original charter dating from 1898 and was among the last railroads in Texas to operate regular revenue trains using steam locomotives and to operate regularly scheduled passenger train service.

 

 

1 at the Georgia-Pacific mill in Camden on 15 August 2001 is an EMD SW1200 which was built in 2/54 (19491 4255-6) for the Texas & New Orleans, a SP subsidiary, 118 and later became SP 2218 then 2311.

 

 

At first glance 3 is similar but the single stack tells us it’s a smaller SW900 (23304 4392-1 4/57) which was new to Champion International at Pasadena, CA.

 

 

Mount Hood Railroad  This is a shortline running out of Mount Hood a town on the south, Oregon, bank of the Columbia River some 60 miles east of Portland.  It is around 21 miles long and incorporates a switchback as it climbs to Parkdale, the southern terminus.  It was founded in 1905 and was independent until becoming a UP subsidiary from 1968 until 1987 when it passed back to local interests.  Today it provides freight service and operates a popular excursion and dinner train.

 

 

GP9 89 stands at Hood River OR with the excursion train on 8 September 1998.  Originally Milwaukee 306, it was built in 5/59 (25301 7575-27).

 

 

Another GP9 88 heads the excursion train through the switchback at Pine Grove OR on 23 April 1998.  The heritage of this loco was SP 5889 built in 8/59 (25648 5608-18) later SP 3725 then 3885.  The upper level is just visible behind the row of trees.

 

 

The Mount Hood also rostered a pair of the rare ALCo C415s for a period in the late 1990s.  Both were of the high cab version, 701 (6018-01 11/68) was new to the Columbia & Cowlitz wearing the same number and came to Mount Hood via the Port of Tillamook Bay

 

 

702 (3458-08 11/66) was new as SP 2407 and also served the Port of Tillamook Bay before arriving at Mount Hood.  They continued to stay as a pair moving onto the Burlington Junction.

Edited April 5, 2022 by Mike_Walker

[Johann Marsbar]

21 minutes ago, Mike_Walker said:

The M&E performs a lot of work for local preservation and as a result there is often something unusual to be found at Morristown.  On 8 October 1997 it was Lehigh Valley F7As 576 and 578 owned by the United Railroad Historical Society.  However, they are not what they appear and were actually both former CNW units, 4073C (8551 E1188-A4 7/49) and 4087C (10151 E1188-A38 12/49) which had later become NJT 417 and 420 respectively.

 

 

 

 

Those 2 URHS F7's are the ones that got caught up in the farce that was the collapse of Iowa Pacific Holdings in recent years. They were on loan to IP and ended up abandoned in Mississippi somewhere with no chance of the URHS getting them back.

Luckilly they have been obtained by the Tennessee Valley Railroad Museum in the last couple of weeks so will be headed there for continued preservation.

[newbryford]

30 minutes ago, Mike_Walker said:

 

 

 

Mount Hood Railroad  This is a shortline running out of Mount Hood a town on the south, Oregon, bank of the Columbia River some 60 miles east of Portland.  It is around 21 miles long and incorporates a switchback as it climbs to Parkdale, the southern terminus.  It was founded in 1905 and was independent until becoming a UP subsidiary from 1968 until 1987 when it passed back to local interests.  Today it provides freight service and operates a popular excursion and dinner train.

 

GP9 89 stands at Hood River OR with the excursion train on 8 September 1998.  Originally Milwaukee 306, it was built in 5/59 (25301 7575-27).

 

 

 

I thought I'd seen #89 in a video not too long ago... (Dated 18 years on from the above picture)

 

 

[Mike_Walker]

Hi all,

 

Just to say all my images are now restored.  It would be nice if those that added additional images could do likewise.

 

Now, I must get on with the next instalment; I was planning to when the great blackout happened...