August 2000

(Volume 5, No. 6)

Editor's Note

With all the news this summer, and with my forgetting to work up a newsletter until the last minute, I have decided to resume monthly publication. That means I will need more material, so get those articles to me.

                                                          Doug Hemnann

President's Soapbox

I recently returned from the Great Northern Railway Historical Society in Bellevue Washington where I visited two large model RR layouts as part of the convention activities. The first one on my agenda was the Boeing employees Model RR Club housed in space provided by the Boeing Company near Kent WA. The space was somewhat smaller than I anticipated but was 90% completed. One of the interesting features on this layout was an HO F45 equipped with a camera in the nose which showed the track view from engine elevation on a closed circuit TV as it made its way around the layout. Although the image was not of the highest quality, the view was interesting to see as the engine progressed down the line. The other layout was located 25 miles away in the Edmonds Amtrak Depot, in about the same sized space, also complete. The outstanding feature there was a section of the layout which included working overhead catenary powering Boxcab electric  motors replicating the GN electrified section across Stevens Pass before the mid 50's. Their progress in completing their layouts represents many hours of dedicated work by the members.

I was quite struck by the fact that both clubs consisted of just a few members each, surprising given the population base in that large metropolitan area. I couldn't help but ask myself "Why so few members". Of course there could be a number of reasons, namely:

1. Personality conflicts.

2. There is certainly no shortage of competing interests, it is a great place to own a boat.

3. If you think your commute is long limiting the available time, their traffic pileups rival Los Angeles - (well maybe not quite as bad.)

These observations caused me to note the similarities to our own club.

In retrospect, there is no shortage of diversionary interests in our area which cut into the time our members have available to work on the layout. Add to that, the fact that the average salary in the Seattle could be two to three times higher than the average salary here making it easier for the members to complete and fund a club layout.

Several questions remain challenges without easy answers, paramount among them are;

How do we find the resources necessary to complete our proposed layout?

What can we do to increase our membership and involve more local modelers?

What can be done to encourage greater participation from the members we now have?

These and other issues will be addressed by the Board and your comments are welcome.

One of the really interesting events at the convention was a tour through the BNSF Interbay engine facility. We were treated to a two hour tour of the original Great Northern Roundhouse which was originally a full half circle adjacent to the mainline. There are still 18 active stalls, the remainder having been converted to storage, shops, employees rooms and offices. The turntable is still quite active and they have their own yard goat to move dead engines in and out. As active as that facility was, it is smaller in terms of engines assigned than other BNSF facilities at Alliance NB and Havre MT. There was a wide range of locomotives there from GP-9 and  SD-9s through a couple of SD-60Ms to the new Dash  8 and 9s. We were also able to ride the Talgo train between Seattle and Bellingham and return. This train was built in Spain especially for use by Amtrak on its  schedule between Eugene OR and Vancouver BC. The single axle design riding on welded rail gave a very  smooth and quiet ride.

                                                                Leo Harker

Timetable

Other Railroad Lines (Continued)

In the 1860s and 18170s there were numerous proposals for rail lines across and through southern Idaho. They included the California Pacific, the Dalles and Salt Lake Railroad, the Midland Pacific from Sioux Falls, Iowa to Seattle. They all wanted to reach the Pacific coast from the middle West, and none of them considered a line from Utah north to Montana. (Poctello and Early Day Railroading, by Arthur Petersen)

The Chicago and Northwestern probably was the closest to actually building a line into eastern Idaho. The November 20, 1886, issue of the Idaho Register reported that the Chicago & North Western was surveying a route west through Wyoming, and the report noted that once the line reached the head of the Snake River there would be little problem with any route that would be selected. As early as 1890 the C&NW was apparently considering a line to Boise. In 1908 there were reports that the C&NW was going to build into the Teton Basin, shortly after the Union Pacific had  chartered the Yellowstone Park Railroad Company to  build their line to West Yellowstone and Victor. They were even considering a line to Pocatello in 1910. (A. Petersen notes)

In October, 1901, the Idaho Times (Idaho Falls, Idaho 10/1/07) reported that the C&NW was planning on building a line west from Shoshoni, Wyoming, up the Muddy Creek valley and over the divide into St. Anthony. They had reportedly bought land in St. Anthony and had made surveys south of Yellowstone park. The following spring the St. Anthony newspaper reported a survey crew was working in the Squirrel Meadow area and the Chester area, and that an 80 acre lot had been purchased by an eastern party. The paper speculated that the land was for railroad yards. The Oregon Short Line was so concerned that they sent some men up to investigate the situation, and to try to determine who the surveyors worked for. (Teton Peak-Chronicle, 6/11/08)

In November, 1908, the Rexburg newspaper reported that the Chicago & Northwestern was going to build a line down the South Fork past Cedars, north of Iona and south of Rigby, and cross the Snake River near Bear Island, and then go west to a point on the Lost river, near Powell, and then further west to Picabo. There were also rumors of surveys from Idaho Falls to Boise.  Nothing ever came of these proposals, of course.

The February 21, 18M issue of The Pocatello Tribune noted that the railroad had plans for the Pocatello Salmon Railroad, which was to be built from Pocatello to Salmon via Arco and Houston. This eventually was scaled back to be the Mackay Branch.

The Western Pacific considered building a line from Nevada through Idaho Falls to Yellowstone National Park, and visited with local officials and made some preliminary surveys at that time. Although the idea of improved railroad competition was greeted by the local officials, nothing came of the idea, due in part to World War I and the increasing use of the automobile. About the same time, the Ogden, Logan and Utah, an electric interurban which later became the Utah Central, briefly considered building a line from Utah north to Yellowstone, but nothing came of that proposal, either Middleton, Interurban Era, p.260)

Another line that was proposed in 1926 was the Idaho and Southwestern Railroad, which was to run from Boise to northern Idaho. The intent was to connect the northern and southern parts of the state, using the existing and new railroad lines. This, too, did not come to fruition. (Golden Idaho, 1926)

OTHER UNION PACIFIC LINES

At the turn of the century the Oregon Short Line set up subsidiaries that were, for all practical purposes, totally controlled by the O.S.L. In eastern Idaho these branch lines included the St. Anthony Railroad Company and the Yellowstone Park Railroad Company, as well as other lines. They also planned and chartered other branch lines which were never constructed.

The Lemhi and Salmon Valley Railroad Company was chartered on June 14, 1909, to build a line from what is now Scoville 25 miles north and west towards what is now Howe. No construction was performed on the line, nor was stock issued, and the charter was relinquished in 1921. It was presumably considered to reach the mines in the area.

On December 26, 1905, the Idaho & Wyoming Railroad Company was chartered to build a line east and north from Idaho Falls, parallel to the Snake River, to Jackson, Wyoming, and north to the southern boundary of Yellowstone National Park. The line would have been approximately 140 miles long. A branch line was planned south from Thayne, Wyoming to Cokeville and west to Burns, which was near Pinedale, Wyoming. Interestingly enough, the branch lines were added to the original charter in 1913. Again, no construction was performed, and the charter was dropped in 1921 by the Oregon Short Line.

The construction of this line was apparently related to a proposal, made in 1892, to build a line through Yellowstone National Park. One proposal had the line running from Jackson through the park. In 1917-19 the 65th Congress considered a bill to allow the Union Pacific to build a Teton-Yellowstone line. Interior Secretary Lane felt the idea had some merit, and requested United States Railway Administration general director Walker D. Hines to look into it. No further action came of this request, and by the time the war had ended, there was apparently no longer any interest in constructing this particular line. (Bartlett, p.316)

It wasn't just railroads that were considered for eastern Idaho. At the turn of the century, trolleys and interurban railroads were popular throughout the country. In October, 1908, there was talk of a trolley line in Idaho Falls and an interurban line to the surrounding area. W.H.B. Crow stated that the proposed Birch Creek Road would be good for the area, but that a trolley line on the route would be better. He also recommended an interurban line, to Lincoln, Taylorsville, and the Iona area. The line to Lincoln would have a branch to Iona, and loop Idaho Falls, and would allow produce and goods as well as people to be brought to Idaho Falls. (Currnet-Journal, 10/8/1907). Local men subscribed $45,000 for the proposed line.

In 1911 the Idaho Falls City Directory listed the Idaho Falls Electric Railway, with J.L. Milner President, and the Idaho Falls 8 Intenrrban Railway Company, again with J.L. Milner president. Within a short period of time, the organizations were apparently disbanded, as the economics of such a line were obviously not promising Although trolleys and interurban were built in the Boise area and at Twin Falls, none were ever constructed in Idaho Falls.

In 1909 one Lemhi Valley newspaper published a "Special Railroad Edition", and boldly predicted the construction of nine railroad lines into Salmon, connecting the town with the rest of the nation. This was at a time when there had been only 1260 miles of rail line in Idaho in 1900, and 2800 miles in 1920. (ISHS The Idaho Small Town Experience, 1900-1926, p.13)

Another newspaper wrote "Salmon is to become the only city and great railroad center of this great northwest. It will be the chief supplying center and distribution point between the Pacific and the Missouri river, the great emporium and convention city of Idaho, where north and south will shake hands, and where east and west will change cars if they want to go anywhere. It will be the biggest hotel city in the west and by reason of its abundant water power will vie with all competitors as a manufacturing center". (Idaho Small Town Experience, p. 14)

                                                           Thornton Waite

National Model RR Association Convention

I have just returned from the National Model RR Association (NMRA) convention in San Jose, CA. This is a big convention, with clinics, layout tours, prototype tours, and generally more than you can take in. I was able to see several layouts, ride the Roaring Camp and Big Trees Narrow Gauge RR (they have 81/2 percent grades - it is the only place I've ever been where the Shay is really working hard) and the Santa Cruz, Big Trees and Pacific. As you can probably tell, these railroads run in the area of the coast redwoods, hence the Big Trees in the name.

Along with the convention the National Train Show is held each year. This show has lots of layouts and vendors - it usually takes me about 6 hours to cover the whole show once. Then I may go back to some vendors to pick up material. In addition to stuff for me, I was able to pick up some needed items for the club. I got a good rail nipper (from the Tool Man) for the club toolbox and some bumpers for the staging tracks I am building on the club layout.

In addition to the trains, I met several model railroaders I know from Idaho and elsewhere. It is a great opportunity to meet others with similar interests. I also got to see such layouts as the model of the Yosemite Valley, which you may have seen in the magazines, and an S scale layout in a 24" floor condominium. I strongly recommend attending a convention, whether it is the National or a Regional.

For information, here is the location for the next few National conventions:

Doug Herrmann

Possible Conflict

The Great American Train Show is currently scheduled to be in Boise October 13 and 14, 2001. Do we want to ignore it when we plan next year's meet?

                                                         Doug Herrmann

Material Needed

Please send any material you would like to have placed in the Eagle Tracks newsletter to the editor.