Steam & Excursion > During All It's Years In Service This Yard Saw Only Steam Power!

There were only a handful of railroads in the West that lasted into the late 1950's that were all steam until the end. this is one such line.

We see here the C.D. Johnson Lumber Co. yard in Siletz, Oregon in June 1952. Baldwin 2-6-2T #2 is stopped in the yard before proceeding on to the landing with her string of disconnect trucks. While C.D.Johnson would soon add a small diesel locomotive to switch the mill yard at the mill in Toledo, the logging line would continue as an all-steam affair for the rest of Johnson's days and even after Georgia Pacific would buy them out.

This was the very last logging railroad to use disconnect trucks and the last run on the line would be new years eve 1959 with Baldwin 2-6-2T #9 holding the honors.

There is something to be said for an outfit that holds on as all steam only until the very end.

Martin



Edited 3 time(s). Last edit at 04/29/17 04:24 by LoggerHogger.

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Another great post. Your commentary on the photos makes them come alive.
Bob

That is one of the best photos posted it says everything about the subject and the lighting is perfect.

LoggerHogger Wrote:
-------------------------------------------------------
> There were only a handful of railroads in the West
> that lasted into the late 1950's that were all
> steam until the end. this is one such line.
>
> We see here the C.D. Johnson Lumber Co. yard in
> Siletz, Oregon in June 1952. Baldwin 2-6-2T #2 is
> stopped in the yard before proceeding on to the
> landing with her string of disconnect trucks.
> While C.D.Johnson would soon add a small diesel
> locomotive to switch the mill yard at the mill in
> Toledo, the logging line would continue as an
> all-steam affair for the rest of Johnson's days
> and even after Georgia Pacific would buy them
> out.
>
> This was the very last logging railroad to use
> disconnect trucks and the last run on the line
> would be new years eve 1959 with Baldwin 2-6-2T #9
> holding the honors.
>
> There is something to be said for an outfit that
> holds on as all steam only until the very end.
>
> Martin


Yeah, they knew the end was near and they didn't want to spend the money to replace steam with a diesel.

PHall Wrot
>
>
> Yeah, they knew the end was near and they didn't
> want to spend the money to replace steam with a
> diesel.

They did not want to upgrade the roadbed and trestles on the line for the heavier axle loads of the diesels.

Martin

There is something to be said about that as when I researched the Wabash Railroad Stroh Branch in my book I found that a B-6 Class 0-6-0 switcher was lighter on the rail than a little EMD SW1 diesel. Now, with many road units they had lighter axle loadings than steam engines of the same assignment but not so with many smaller steam engines.

Victor A. Baird
http://www.erstwhilepublications.com


LoggerHogger Wrote:
-------------------------------------------------------
>> They did not want to upgrade the roadbed and
> trestles on the line for the heavier axle loads of
> the diesels.
>
> Martin



Edited 1 time(s). Last edit at 04/29/17 19:25 by wabash2800.

wabash2800 Wrote:
-------------------------------------------------------
> There is something to be said about that as when I
> researched the Wabash Railroad Stroh Branch in my
> book I found that a B-6 Class 0-6-0 switcher was
> lighter on the rail than a little EMD SW1 diesel.
> Now, with many road units they had lighter axle
> loadings than steam engines of the same assignment
> but not so with many smaller steam engines.
>
> Victor A. Baird
> http://www.erstwhilepublications.com
>
>
> LoggerHogger Wrote:
> --------------------------------------------------
> -----
> >> They did not want to upgrade the roadbed and
> > trestles on the line for the heavier axle loads
> of
> > the diesels.
> >
> > Martin


This is why General Electric sold so many 44 ton and 70 ton diesels.



Edited 1 time(s). Last edit at 04/30/17 19:28 by PHall.