As the time comes to finally begin setting up what will become the BBRy, the subject of benchwork keeps coming up. I've settled on foam. For almost everything. In perusing the aisles of my local home improvement stores I've found that dense foam comes in many shapes, sizes and prices. And with the final design of the layout almost complete there is literally a size for everything!
The layout when complete will be a point to point in a classic U shape. Whereas most layouts constructed in this manner have all the scenery on the outside or the inside the BBry will break with convention and have scenery in locations designed for operations against a wall. On one side the scenery will be on the outside of the layout, on the other, the inside. This will allow the operators to work at the same time without interference, or allow one operator ease of access. It's also a space saver as I don't' have wasted space on the wall side.
Looking at all Code 83 for the layout. I would like to go smaller, Code 70 or less but the ready availability of Code 83 track is the clincher. In looking at historical images of the McNamara area there was little to no ballast, the rails laid on ties, placed directly on the ground. Duplicating this in 1:87 may be a bit difficult but I can foresee no reason that modern scale railroading can't replicate this minutia of the real world. Model railroading has come far beyond that. (Extra points if you get the reference for the last quote)
As things stand now I have only to start buying foam and the layout will begin to take shape. Bulletins as events warrant.
Sunday, May 24, 2009
Saturday, May 16, 2009
Things are progressing on the BBRy. It was mentioned that I could use hollow core closet doors as a base for my layout. I have used a door previously and with foam on top are very sturdy and lightweight. My Climax has been sold. But it's for a good cause! Dave over at Northwest Short Line needed one as a test bed for up coming Climax Parts. He lives close enough that it just made sense. But what am I getting? Some money but more importantly a set of NWSL's newest product, metal Shay gears for the Bachmann 80-ton Shay. In the words of Richard Hammond, I think you can see where this is going.
The call for summer work will be coming shortly. I only hope I can start setting the layout up before I go. I may hire an independent contractor to finish it while I'm away. Time will tell.
The call for summer work will be coming shortly. I only hope I can start setting the layout up before I go. I may hire an independent contractor to finish it while I'm away. Time will tell.
Saturday, May 9, 2009
Where Did That Come From?
As I continually rewrite my posts relating to the story and history of the BBRy, you may have noticed a few new additions to the motive power I'm planning for the layout. The reasons are simple: I want to play with them! Here is one of those new and yet-to-be-purchased additions, a 3-truck Shay, undergoing a very tempting run at the local hobby shop.
One must remember this is on DC, what would it be like on DCC?!?!? Needless to say I have decided some day I will find out.
One must remember this is on DC, what would it be like on DCC?!?!? Needless to say I have decided some day I will find out.
Relics of the Big Blackfoot
Here are some of the artifacts on display at The Historical Museum at Fort Missoula
Speeder #2. Used in the transportation of lumbermen to and from camp.
Library Car. Held over 2000 volumes of reading material. Operated in conjunction with the Missoula Public Library.
Slide Ass Jammer on a Flat car
Willamette Shay-Type #7
Log load on a flat car
Flat Car
It should be noted the cars are not native to the Big Blackfoot. They carry a mixed heritage, CB&Q and NP (BN) It is interesting to note the attached sills on the bottom of the last car, would make for an interesting project.
Set of trucks, destined for the library car. They were pulled out of the muck somewhere up the Blackfoot.
Speeder #2. Used in the transportation of lumbermen to and from camp.
Library Car. Held over 2000 volumes of reading material. Operated in conjunction with the Missoula Public Library.
Slide Ass Jammer on a Flat car
Willamette Shay-Type #7
Log load on a flat car
Flat Car
It should be noted the cars are not native to the Big Blackfoot. They carry a mixed heritage, CB&Q and NP (BN) It is interesting to note the attached sills on the bottom of the last car, would make for an interesting project.
Set of trucks, destined for the library car. They were pulled out of the muck somewhere up the Blackfoot.
Friday, May 8, 2009
Could this be McNamara Landing?
I've been racking my brain to come up with an idea as to what McNamara Landing looks like. And I've found it! It has all the elements I was hoping for in the landing. And it's only 9" x 48"!
Image courtesy of The Micro Design Gallery
The main difference would be that the mill would not be modeled. This helps immensely! I'll try and get the McNamara article up within the next few days.
Image courtesy of The Micro Design Gallery
The main difference would be that the mill would not be modeled. This helps immensely! I'll try and get the McNamara article up within the next few days.
Towns Along the Line #1: Potomac
Potomac sits as the headquarters of the Chipman Logging empire. Originally the town was the hub of the A.C.M operations in the Camas Prairie region. But when the A.C.M pulled up stakes and headed west, Chipman took the town over and remade it in it's own image. The first structure built by Chipman was a new one stall engine shed and workshop. Covered storage was provided outside the workshop and watering and coaling facilities were enlarged and improved. This allowed the Chipman crews to perform all the maintenance on their locomotives save for a heavy rebuilds of the running gear and boiler, these were forwarded to the A.C.M shops in Bonner.
A small holding yard was constructed in 1917. This yard, called Yard North by crews was the holding yard for the logs freshly cut from Camp 3. It was the job of the night crew to bring in the loaded log cars down the mountain and prepare them for the morning turn to McNamara.
There was no formal passenger service to Potomac so a passenger depot was never constructed. There was a rudimentary freight depot and loading dock constructed for delivering and shipping supplies, spare parts and the mail. Most human transportation was done by car over a muddy cow path that called itself a road.
At it's peak Potomac's population was counted 134 persons. This is inaccurate as there were easily twice that number who came and went with the timber and the seasons. There were 45 company two room houses built in 1918. It was standard practice for two people to rent each room and share the tiny kitchen. Rent could be paid in cash or deducted from a workers paycheck.
There were few creature comforts to be found in Potomac. Bonner was the place to be if you wanted to have fun. There was a hotel with a bar on Main Street and it attempted to serve a higher class of clientele, few and far between twenty miles up the Blackfoot. The "Hayden", built in 1907 during the A.C.M enacted rules that made it tough for the local lumber hicks to get in the door and impossible to stand at the bar. As such almost all alcohol consumed in Potomac was home brewed.
By the late 1950's Potomac was in a slide. Two of the yard tracks were taken up when the timber production tapered off dramatically. With the end of steam in 1957 the shop forces were slashed. Logging trucks, common on the A.C.M property were finally being felt in Potomac. When there wre not enough logs to fill a train, a truck would be hired to do the job at half cost. And by the 6o's loggers and railroaders alike commuted to Potomac from Bonner and Missoula. With them came the supplies and the depot and loading dock were razed. When Chipman folded in 1971 the last remnants of this headquarters town were auctioned off to the highest bidder. Today only memories tell the tale of a Chipman Potomac, a Potomac that gave lumber to the world.
A small holding yard was constructed in 1917. This yard, called Yard North by crews was the holding yard for the logs freshly cut from Camp 3. It was the job of the night crew to bring in the loaded log cars down the mountain and prepare them for the morning turn to McNamara.
There was no formal passenger service to Potomac so a passenger depot was never constructed. There was a rudimentary freight depot and loading dock constructed for delivering and shipping supplies, spare parts and the mail. Most human transportation was done by car over a muddy cow path that called itself a road.
At it's peak Potomac's population was counted 134 persons. This is inaccurate as there were easily twice that number who came and went with the timber and the seasons. There were 45 company two room houses built in 1918. It was standard practice for two people to rent each room and share the tiny kitchen. Rent could be paid in cash or deducted from a workers paycheck.
There were few creature comforts to be found in Potomac. Bonner was the place to be if you wanted to have fun. There was a hotel with a bar on Main Street and it attempted to serve a higher class of clientele, few and far between twenty miles up the Blackfoot. The "Hayden", built in 1907 during the A.C.M enacted rules that made it tough for the local lumber hicks to get in the door and impossible to stand at the bar. As such almost all alcohol consumed in Potomac was home brewed.
By the late 1950's Potomac was in a slide. Two of the yard tracks were taken up when the timber production tapered off dramatically. With the end of steam in 1957 the shop forces were slashed. Logging trucks, common on the A.C.M property were finally being felt in Potomac. When there wre not enough logs to fill a train, a truck would be hired to do the job at half cost. And by the 6o's loggers and railroaders alike commuted to Potomac from Bonner and Missoula. With them came the supplies and the depot and loading dock were razed. When Chipman folded in 1971 the last remnants of this headquarters town were auctioned off to the highest bidder. Today only memories tell the tale of a Chipman Potomac, a Potomac that gave lumber to the world.
Sunday, May 3, 2009
Motive Power and history of Chipman Forestry Limited
Motive power on my Big Blackfoot for the foreseeable future will in no way resemble the actual roster of either the Anaconda Copper Company, Big Blackfoot Milling Company Railway, or the Western Lumber Company. There are several reasons for this. The main one is brass is expensive! And getting the exact model can be tough. I know there are several two truck shays in brass that will make excellent early A.C.M Shays. It's when we get larger we encounter problems. Bachmann makes a wonderful C-80 Shay. To bad that's larger then anything that ever ran on the Big Blackfoot. There is a brass Willamette available but it leaves a bit to be desired when it comes to modeling the one-of that is Western Lumber Company #3/A.C.M #7, Although adding the Radley Hunter Stack and making her a coal burner shouldn't be that hard. Due to my lack of "real" models, I've decided to change the primary operating company for the railroad, and set the time frame to the late 1940's. But they say run with what you got so without further ado here is the current roster of the Big Blackfoot Railway and a short history of the company who runs them.
Chipman Lumber began as Chipman Lumber and Milling based in Bonner, Montana. Never as big as it's chief competitors Chipman has managed to carve a name for itself in the forests of Montana. Founded in 1901 by David Chipman the CLMCo didn't even have a railroad until 1916 when they negotiated to relay and operate all track in the Potomac Valley from the Anaconda Copper Mining Company. The A.C.M had moved it's operations west to Nine Mile and Chipman saw an opportunity to make some money in the void left by the Big Blackfoot Railway. Chipman invested over $10,000 dollars in the purchase and installation of the new railroad, basically bankrupting the company with construction complete by 1917. But the timber was still there, and by 1918 the company broke even..
Chipman Logging and Milling Company Railway 0-6-0T #1 & #2
-Bought new by the C.L.&M.Co.Ry. in 1917 from the American Locomotive Company, #1 and her identical sister #2 ,were the largest investment made by the railroad up to that point. As logging trains grew the little saddle tankers were assigned to heavy switching at McNamara landing and Potomac and hauling empties between the two towns.Well liked by the crews for her easy ride, #1 is usually the first locomotive to be fired in the morning and the first to have it's fire dropped at the end of the day. Both locomotives were converted to tender engines in 1919. #2 was run until 1922 when it was involved in a wreck while unloading logs at McNamara Landing. The locomotive was a total loss.
Chipman Logging and Milling Company 4-6-0 #2
-Bought third hand from the Monida Logging Company of Monida, Idaho this heavy 1912 4-6-0 hauled lumber between Potomac and McNamara until 1935. Although more powerful then the 0-6-0T it replaced, #2 was never well like by her crews as her larger size made switching the landing more difficult and she was very limited in the cars she could haul up grades. She rusted on the dead line until scrapped for the war effort in 1942.
By 1925 the Chipman Mill in Bonner was closed due to increasing competition from The Western Lumber Company and the Anaconda Company. To save the railroad and his company Dave Chipman entered into a contract with both the A.C.M and the W.L.C to provide lumber for their Bonner operations. With America still experiencing a boom after World War 1 the fledgling logging company is in need a new and more powerful locomotive to help drag the spoils of the tall timber to their log dump at McNamara Landing. Although the A.C.M and W.L.C can use the Milwaukee Road branch to get their lumber to market, the Chipman Lumber Company still drives their lumber by river. By 1930 the Chipman Operation has extended tracks to Camp 3, deep in the Potomac Valley. Here stands of old growth timber in record amounts lead to a boom time for Chipman. By now the railroad was on even footing with the mighty Anaconda Company itself having bought out the rival Western Lumber Company. Although Chipman prefers to drive it's logs to the Mill by the Blackfoot River a contracted amount of lumber is transferred to the Milwaukee Road at McNamera Landing destined for Bonner.
Chipman Logging Company 90-ton Heisler #4
-Purchased new in 1930 this modern Heisler is the workhorse of the Big Blackfoot Railway. Fast enough for the McNamera to Potomac run and powerful enough for the run to Camp 3 this piston valved and superheated locomotive was equipped with a distinctive Radley Hunter Stack, common among the big steam in the tall timber. Although finding jobs big enough to trot out this "West Coast Special" there is no job that #2 can't handle. Crew's are found of saying "If she can start it, she can pull it" and there are very few trains on the Big Blackfoot #4 can't start.
Chipman Logging Company 80-Ton Shay #6
- Purchased in 1930, this coal burning class C-80 shay was bought new from Lima Works. Orignaly another Heisler was to have been purchased but another was not available for immediate purchse. Chipman then tendered an order to Willamette Iron and Steel. When the delivery date estimate came back Chipman cancelled that order and sent one to Lima. The locomotive was in McNamara the following week. "Big Six" was the largest Shay ever operated along the Blackfoot, a full ten tons more then the rival Anaconda Companies Willamette #7. Used primarily for the Camp #3 to Potomac turn #6 was more then a match for the 6% grades. She served with distinction until the end of steam on the Big Blackfoot.
Chipman Logging Company 2-6-6-2T #8
-Purchased in 1935 from the Baldwin Locomotive Works this was the largest locomotive ever owned by Chipman. It was used for the McNamara to Bonner turn hauling both Chipman and A.C.M lumber to the Bonner Mill. #8 was sold in 1952 to Hammond Lumber in British Columbia, Canada.
In 1947 Chipman Logging was reorganized into Chipman Forestry Limited and gained a new CEO David's son, Tim. With the timber in the Potomac valley beginning to thin the new method of selective logging begins. Steam is still king on the CFLRy and will continue as such until the late 1950's but by 1949 it will be the only steam run along the Big Blackfoot Railway.
Chipman Forestry Limited Railway GE 70-Tonner #9
-Purchased from General Electric in 1948 #9 is the first diesel used in the Potomac Valley is yet another example of how Chipman has always tried to stay at the forefront of logging technology. With almost zero down time, easy maintenance and low crew costs, #9 becomes the main power for the Chipman operation.
Chipman Forestry Limited Railway GE 45-Tonner #10 & #11
-These two small engines were purchased second hand from the Maxwell Coal Company of Provo, UT. For the final years of Chipman it was these two locomotives often double headed that did the lions share of the work. #10 was donated to the town of Potomac where it can be seen in in the Chipman Forestry History Museum.
For steam the end came in 1957 when #3 was driven onto a flatbed head to a museum in the Portland, Oregon area. As the timber continued to thin, Chipman cut back it's running days per week. All timber was sent by the Milwaukee Road to Bonner. The last train was run on May 13th, 1967. Within 2 months all traces of the Chipman Forestry Limited was gone. Tim Chipman died in 1986.
Chipman Lumber began as Chipman Lumber and Milling based in Bonner, Montana. Never as big as it's chief competitors Chipman has managed to carve a name for itself in the forests of Montana. Founded in 1901 by David Chipman the CLMCo didn't even have a railroad until 1916 when they negotiated to relay and operate all track in the Potomac Valley from the Anaconda Copper Mining Company. The A.C.M had moved it's operations west to Nine Mile and Chipman saw an opportunity to make some money in the void left by the Big Blackfoot Railway. Chipman invested over $10,000 dollars in the purchase and installation of the new railroad, basically bankrupting the company with construction complete by 1917. But the timber was still there, and by 1918 the company broke even..
Chipman Logging and Milling Company Railway 0-6-0T #1 & #2
-Bought new by the C.L.&M.Co.Ry. in 1917 from the American Locomotive Company, #1 and her identical sister #2 ,were the largest investment made by the railroad up to that point. As logging trains grew the little saddle tankers were assigned to heavy switching at McNamara landing and Potomac and hauling empties between the two towns.Well liked by the crews for her easy ride, #1 is usually the first locomotive to be fired in the morning and the first to have it's fire dropped at the end of the day. Both locomotives were converted to tender engines in 1919. #2 was run until 1922 when it was involved in a wreck while unloading logs at McNamara Landing. The locomotive was a total loss.
Chipman Logging and Milling Company 4-6-0 #2
-Bought third hand from the Monida Logging Company of Monida, Idaho this heavy 1912 4-6-0 hauled lumber between Potomac and McNamara until 1935. Although more powerful then the 0-6-0T it replaced, #2 was never well like by her crews as her larger size made switching the landing more difficult and she was very limited in the cars she could haul up grades. She rusted on the dead line until scrapped for the war effort in 1942.
By 1925 the Chipman Mill in Bonner was closed due to increasing competition from The Western Lumber Company and the Anaconda Company. To save the railroad and his company Dave Chipman entered into a contract with both the A.C.M and the W.L.C to provide lumber for their Bonner operations. With America still experiencing a boom after World War 1 the fledgling logging company is in need a new and more powerful locomotive to help drag the spoils of the tall timber to their log dump at McNamara Landing. Although the A.C.M and W.L.C can use the Milwaukee Road branch to get their lumber to market, the Chipman Lumber Company still drives their lumber by river. By 1930 the Chipman Operation has extended tracks to Camp 3, deep in the Potomac Valley. Here stands of old growth timber in record amounts lead to a boom time for Chipman. By now the railroad was on even footing with the mighty Anaconda Company itself having bought out the rival Western Lumber Company. Although Chipman prefers to drive it's logs to the Mill by the Blackfoot River a contracted amount of lumber is transferred to the Milwaukee Road at McNamera Landing destined for Bonner.
Chipman Logging Company 90-ton Heisler #4
-Purchased new in 1930 this modern Heisler is the workhorse of the Big Blackfoot Railway. Fast enough for the McNamera to Potomac run and powerful enough for the run to Camp 3 this piston valved and superheated locomotive was equipped with a distinctive Radley Hunter Stack, common among the big steam in the tall timber. Although finding jobs big enough to trot out this "West Coast Special" there is no job that #2 can't handle. Crew's are found of saying "If she can start it, she can pull it" and there are very few trains on the Big Blackfoot #4 can't start.
Chipman Logging Company 80-Ton Shay #6
- Purchased in 1930, this coal burning class C-80 shay was bought new from Lima Works. Orignaly another Heisler was to have been purchased but another was not available for immediate purchse. Chipman then tendered an order to Willamette Iron and Steel. When the delivery date estimate came back Chipman cancelled that order and sent one to Lima. The locomotive was in McNamara the following week. "Big Six" was the largest Shay ever operated along the Blackfoot, a full ten tons more then the rival Anaconda Companies Willamette #7. Used primarily for the Camp #3 to Potomac turn #6 was more then a match for the 6% grades. She served with distinction until the end of steam on the Big Blackfoot.
Chipman Logging Company 2-6-6-2T #8
-Purchased in 1935 from the Baldwin Locomotive Works this was the largest locomotive ever owned by Chipman. It was used for the McNamara to Bonner turn hauling both Chipman and A.C.M lumber to the Bonner Mill. #8 was sold in 1952 to Hammond Lumber in British Columbia, Canada.
In 1947 Chipman Logging was reorganized into Chipman Forestry Limited and gained a new CEO David's son, Tim. With the timber in the Potomac valley beginning to thin the new method of selective logging begins. Steam is still king on the CFLRy and will continue as such until the late 1950's but by 1949 it will be the only steam run along the Big Blackfoot Railway.
Chipman Forestry Limited Railway GE 70-Tonner #9
-Purchased from General Electric in 1948 #9 is the first diesel used in the Potomac Valley is yet another example of how Chipman has always tried to stay at the forefront of logging technology. With almost zero down time, easy maintenance and low crew costs, #9 becomes the main power for the Chipman operation.
Chipman Forestry Limited Railway GE 45-Tonner #10 & #11
-These two small engines were purchased second hand from the Maxwell Coal Company of Provo, UT. For the final years of Chipman it was these two locomotives often double headed that did the lions share of the work. #10 was donated to the town of Potomac where it can be seen in in the Chipman Forestry History Museum.
For steam the end came in 1957 when #3 was driven onto a flatbed head to a museum in the Portland, Oregon area. As the timber continued to thin, Chipman cut back it's running days per week. All timber was sent by the Milwaukee Road to Bonner. The last train was run on May 13th, 1967. Within 2 months all traces of the Chipman Forestry Limited was gone. Tim Chipman died in 1986.
Saturday, May 2, 2009
Screen Accurate Jammer Anyone?
My latest scratch building project has been a slide ass jammer. We have one at the Historical Museum that came from the BBRy and I've led many a school group around it. So following the building of a dock on my previous layout and seeing the price of a commercial kit I figured why not build one myself?
My first attempt was not grand. It fills up a 50-foot flatcar and is more akin to a skidder then a jammer. but it was a start. So tonight I started working on an improved version. This one is designed for either a 20-foot or a 40-foot flat car. I'm also going to use round poles for the A-frame. In looking at the prototype I've found a better way to rig the A-frame as well. So here without ado is my first attempt and the beginning of my second.
I highly recommend the Loctite Super Glue Gel. It's very accurate during application and it holds very well.
And here is a scan of one of the many prototypes used on the BBRy, courtesy of the Bateman book, and is from the UM Library, A.C.M Bonner collection. The locomotive pictured is either Shay #6 or Willamette #7.
In this photo you can also see how the logs were loaded using the jammer. It is hard to imagine this kind of operation today. OSHA would blanch! But it shows the way the western lumberman got the job done and done well. In my minds eye I can see my own Camp 3 looking like this. No fancy loading apparatus, just grunt and hard work.
My first attempt was not grand. It fills up a 50-foot flatcar and is more akin to a skidder then a jammer. but it was a start. So tonight I started working on an improved version. This one is designed for either a 20-foot or a 40-foot flat car. I'm also going to use round poles for the A-frame. In looking at the prototype I've found a better way to rig the A-frame as well. So here without ado is my first attempt and the beginning of my second.
I highly recommend the Loctite Super Glue Gel. It's very accurate during application and it holds very well.
And here is a scan of one of the many prototypes used on the BBRy, courtesy of the Bateman book, and is from the UM Library, A.C.M Bonner collection. The locomotive pictured is either Shay #6 or Willamette #7.
In this photo you can also see how the logs were loaded using the jammer. It is hard to imagine this kind of operation today. OSHA would blanch! But it shows the way the western lumberman got the job done and done well. In my minds eye I can see my own Camp 3 looking like this. No fancy loading apparatus, just grunt and hard work.
A Research Trip
One of the great things about modeling the BBRy for me is it's literally right down the road. So I climbed in my faithful green companion and took a trip north up the Blackfoot to get some images of what I'm trying to model. We start in Bonner with the former offices of the Western Lumber Company, now the River City Grill a fine family restaurant.
We skip to the other end of town and the Bonner Spur. Some of this track is new as Montana Rail Link is using it to haul mine tailings out of the Milltown Dam site. But off to the side you can see remnants of the Milwaukee Road.
Now we are north of Bonner and catch the grade just past the mill.
This is just south of McNamara landing.
And here we are at McNamara Landing proper. There is now a cafe on site and it tough to find the tracks but the kind proprietor pointed me in the right direction.
This is now north of McNamara on the grade.
And here it is from the opposite side of the Big Blackfoot.
There are of course more photo's but I just wanted to give an idea of the terrain I'm trying to recreate. That almost constant drop into the river means making this layout a shelf should be no problem.
There are some more trips I need to take. From the Garnet turn off I can reach Elk Creek, one of the A.C.M.'s later logging camps. At this time I'm thinking of modeling a slightly alternate universe, where the original line to Greenough remained in use by the A.C.M until the end of steam. In which case the Milaukee route is not modeled. However in viewing Google Earth I can follow the Milwaukee right-of-way using Johnsrud Road almost all the way into Clearwater. So look for more trips coming up!
I am heartened by the Micro Layout Site run by Carl Arendt. It's shown me that although my layout may end up being ludicrously small the opportunity for prototypical operations are only limited by my imagination and Yankee Ingenuity.
While reading up on the Bachmann Shay I discovered the the minimum suggested radius is 18", I was hoping for 15" . Curves and switches are the biggest space hogs on a layout so I'm thinking a drop shelf may be in order. This section of track will be modeled on the area just South of McNamara Landing as in the photo above. Long Straight and a row of tree's. This will allow for sufficient room for the tail end of the switch back to Camp 3. It will also function as the setting for Potomac and yard facilities. And with a layout height of 40" a three foot drop extension is definitely possible. If I get around to it I may open up MS Paint a rough an idea of what I'm thinking for the layout. I'd also like to discuss the motive power the layout will use.
We skip to the other end of town and the Bonner Spur. Some of this track is new as Montana Rail Link is using it to haul mine tailings out of the Milltown Dam site. But off to the side you can see remnants of the Milwaukee Road.
Now we are north of Bonner and catch the grade just past the mill.
This is just south of McNamara landing.
And here we are at McNamara Landing proper. There is now a cafe on site and it tough to find the tracks but the kind proprietor pointed me in the right direction.
This is now north of McNamara on the grade.
And here it is from the opposite side of the Big Blackfoot.
There are of course more photo's but I just wanted to give an idea of the terrain I'm trying to recreate. That almost constant drop into the river means making this layout a shelf should be no problem.
There are some more trips I need to take. From the Garnet turn off I can reach Elk Creek, one of the A.C.M.'s later logging camps. At this time I'm thinking of modeling a slightly alternate universe, where the original line to Greenough remained in use by the A.C.M until the end of steam. In which case the Milaukee route is not modeled. However in viewing Google Earth I can follow the Milwaukee right-of-way using Johnsrud Road almost all the way into Clearwater. So look for more trips coming up!
I am heartened by the Micro Layout Site run by Carl Arendt. It's shown me that although my layout may end up being ludicrously small the opportunity for prototypical operations are only limited by my imagination and Yankee Ingenuity.
While reading up on the Bachmann Shay I discovered the the minimum suggested radius is 18", I was hoping for 15" . Curves and switches are the biggest space hogs on a layout so I'm thinking a drop shelf may be in order. This section of track will be modeled on the area just South of McNamara Landing as in the photo above. Long Straight and a row of tree's. This will allow for sufficient room for the tail end of the switch back to Camp 3. It will also function as the setting for Potomac and yard facilities. And with a layout height of 40" a three foot drop extension is definitely possible. If I get around to it I may open up MS Paint a rough an idea of what I'm thinking for the layout. I'd also like to discuss the motive power the layout will use.
Locomotives of the Big Blackfoot Railway
The motive power history of the BBRy is quite interesting. With thanks to Bob Bateman's fine book and some internet sources, I will attempt a brief history here.
The first two locomotive's were Lima Shay shop numbers #811 and #835. Using the excellent reference database at www.shaylocomotives.com we can find out that #811 was the A.C.M #1. She was built on 8/24/1903. Was a class B 37-2 Shay and burned wood. She was scrapped in 9/24/1940.
#835 was also a B 37-2 class shay, built earlier on 12/21/1903 and became A.C.M #2. Converted to coal she was scrapped on 2/11/1943.These locomotives were dismantled and pulled on horse drawn wagon to McNamara where they were reassembled.
The next major purchase was almost ten years later, with Shay's #2558 on 7/18/1912 and #2718 built on 8/6/1613 becoming A.C.M #1 and 2 respectively. Shay #2558 has a very interesting history. She was built as a class B 28-2 and originally burned wood. According to the notes she was shipped first to Trout Creek, MT. Following her tenure with the A.C.M she was leased to the Montana Logging Company in St. Regis, MT. Following successive ownership changes she was put of up for sale while in Ferwood Idaho on 1/1/1927. She was bought, not used and put up for sale again on 3/29/1928, first going to Coeur d'Alene ID, Portland, OR and Finlay Velox, WA ending up in the naval yard there.
Shay #2718 was also shipped to Trout Creek. She was a slightly larger B 32-2 and also burned wood. It appears she followed #2558 from 1916 to 1927 first going to St. Regis, then Warland, MT. On 7/15/1927 she was sold to the Washington Machinery and Supply Company in Spokane, WA.
The next two Shay's bought were builder #'s 3149 and 3203, these became ACM #6 and #5.
<= #3149 was first the Western Lumber Company #2 and delivered on 11/27/1920. She operated out of Bonner, and was leased to the Heron Lumber Company the day she was delivered. On 8/28/1928 the A.C.M took possession of what was at the time Heron Lumber #2 and based in Arlee, MT. In April of 1930 #3149 became A.C.M #6 and returned to Bonner, MT. She was a coal burner and a class C 60-3 Shay. 
<=#3203 was delivered on 5/4/1923 and was a Class C 70-3. She started life as A.C.M #5 and worked out of Greenough, MT. In 1962 she was purchased by a railfan in Great Falls and put on display. In 2005 she was moved to the Arizona State Railroad Museum where she is currently undergoing restoration. The final steam locomotive that worked for the A.C.M was not a Shay. It was better. The A.C.M #7 Shay-type was built by Willamette Iron and Steel Works of Portland, Oregon, in June of 1923. The Willamette was a very successful attempt to improve upon the Shay design who's patent had lapsed. For more information on "Willies" click HERE.
<=She began life as Western Lumber Company #3 and was classed as a 70-3 and called Bonner home. Eventually she became A.C.M #7 and worked for this employer until 1948. She was returned to service in 1957 for the movie "Timberjack" and was then placed on display at Bonner. In 1989 she was moved from Bonner to her current home at the Historical Museum at Fort Missoula. She is the oldest surviving Willamette and the only one of 33 built as a coal burner.
Other steam used on the line were Milwaukee Road C class 2-8-0 Consolidations. The locomotives were oil fired and #'s 1220 and 1246 were regularly seen on the line. At the end of railroad operations various Milwaukee GP and SW diesels worked the Big Blackfoot until the track was pulled.
The first two locomotive's were Lima Shay shop numbers #811 and #835. Using the excellent reference database at www.shaylocomotives.com we can find out that #811 was the A.C.M #1. She was built on 8/24/1903. Was a class B 37-2 Shay and burned wood. She was scrapped in 9/24/1940.
#835 was also a B 37-2 class shay, built earlier on 12/21/1903 and became A.C.M #2. Converted to coal she was scrapped on 2/11/1943.These locomotives were dismantled and pulled on horse drawn wagon to McNamara where they were reassembled.
The next major purchase was almost ten years later, with Shay's #2558 on 7/18/1912 and #2718 built on 8/6/1613 becoming A.C.M #1 and 2 respectively. Shay #2558 has a very interesting history. She was built as a class B 28-2 and originally burned wood. According to the notes she was shipped first to Trout Creek, MT. Following her tenure with the A.C.M she was leased to the Montana Logging Company in St. Regis, MT. Following successive ownership changes she was put of up for sale while in Ferwood Idaho on 1/1/1927. She was bought, not used and put up for sale again on 3/29/1928, first going to Coeur d'Alene ID, Portland, OR and Finlay Velox, WA ending up in the naval yard there.
Shay #2718 was also shipped to Trout Creek. She was a slightly larger B 32-2 and also burned wood. It appears she followed #2558 from 1916 to 1927 first going to St. Regis, then Warland, MT. On 7/15/1927 she was sold to the Washington Machinery and Supply Company in Spokane, WA.
The next two Shay's bought were builder #'s 3149 and 3203, these became ACM #6 and #5.
<= #3149 was first the Western Lumber Company #2 and delivered on 11/27/1920. She operated out of Bonner, and was leased to the Heron Lumber Company the day she was delivered. On 8/28/1928 the A.C.M took possession of what was at the time Heron Lumber #2 and based in Arlee, MT. In April of 1930 #3149 became A.C.M #6 and returned to Bonner, MT. She was a coal burner and a class C 60-3 Shay. <=#3203 was delivered on 5/4/1923 and was a Class C 70-3. She started life as A.C.M #5 and worked out of Greenough, MT. In 1962 she was purchased by a railfan in Great Falls and put on display. In 2005 she was moved to the Arizona State Railroad Museum where she is currently undergoing restoration. The final steam locomotive that worked for the A.C.M was not a Shay. It was better. The A.C.M #7 Shay-type was built by Willamette Iron and Steel Works of Portland, Oregon, in June of 1923. The Willamette was a very successful attempt to improve upon the Shay design who's patent had lapsed. For more information on "Willies" click HERE.
<=She began life as Western Lumber Company #3 and was classed as a 70-3 and called Bonner home. Eventually she became A.C.M #7 and worked for this employer until 1948. She was returned to service in 1957 for the movie "Timberjack" and was then placed on display at Bonner. In 1989 she was moved from Bonner to her current home at the Historical Museum at Fort Missoula. She is the oldest surviving Willamette and the only one of 33 built as a coal burner.Other steam used on the line were Milwaukee Road C class 2-8-0 Consolidations. The locomotives were oil fired and #'s 1220 and 1246 were regularly seen on the line. At the end of railroad operations various Milwaukee GP and SW diesels worked the Big Blackfoot until the track was pulled.
Operations?
It being late, and I'm being up, I've decided to touch briefly on operations of my version of the BBRy. The biggest operation is from McNamara to Potomac and Potomac to Camp 3. I figure there would be a small sawmill at Potomac so that would generate empties in and loads out, with Camp 3 lumber generating loads to both Potomac and McNamara. Potomac will be modeled as head of operations so all logging movements will begin and and there. This is of course in addition to the boxcar or two of supplies needed at both these locations, as well as heating oil and the library car. Yes I said library car! The Missoula Public Library had a library car on the BBRy. that housed over 2000 volumes. Makes for an interesting traffic tidbit. Not to mention camp car No. 2. a galloping goose type contraption that would haul loggers and mail when a full size train was not available or feasible.
Rolling stock can be fairly limited thankfully. I'm planing on five 40' flat cars and 3 50' flats. Trains will be a mix and match of these cars for most operations with the standard length train being four cars out of McNamara, with three continuing to Camp 3. The return to the landing will vary according to the lumber hicks production that day and that of the mill at Potomac. Two wood sheathed boxcars for finished lumber and supplies and a tank car for heating fuel.
Scratch building will consist of the jammers of various sizes, details to the flat cars, the library and camp car. I'm in luck that the prototypes for these projects are but a short drive away and in the open.
I'm hoping layout planning can begin in earnest this week and will continue until late May, at which point layout building will commence or I'll be leaving for my summer job.
Rolling stock can be fairly limited thankfully. I'm planing on five 40' flat cars and 3 50' flats. Trains will be a mix and match of these cars for most operations with the standard length train being four cars out of McNamara, with three continuing to Camp 3. The return to the landing will vary according to the lumber hicks production that day and that of the mill at Potomac. Two wood sheathed boxcars for finished lumber and supplies and a tank car for heating fuel.
Scratch building will consist of the jammers of various sizes, details to the flat cars, the library and camp car. I'm in luck that the prototypes for these projects are but a short drive away and in the open.
I'm hoping layout planning can begin in earnest this week and will continue until late May, at which point layout building will commence or I'll be leaving for my summer job.
Friday, May 1, 2009
Welcome to Our New Home!
The purpose of this blog is to tell the story of an HO model railroad layout based on Big Blackfoot Railway in Western Montana. It won't be a rivet counters paradise but I hope to capture the idea of this piece of the Big Sky States industrial heritage. The reasons are quite simple, I live two miles away from where the railroad once ended. I've driven along it's right-of-way since I was a kid on my way to Seeley lake and remember being in awe of the mighty Willamette #7 on display at Bonner. Today I lead school kids around the Big Blackfoot relics at Fort Missoula, I've seen #7 under steam in the movie Timberjack and am hoping to pick up a Bachmann 3-truck Shay in the next few weeks. What else am I to do?
The saga of my previous attempt at a model railroad can be viewed HERE. I'd rather not go into the reasons for it's demise but it is no more and I have a feeling that nothing will be salvaged. Such is the way with such things. What I'm building now is my first adult permanent layout. This means more work, more time, and more effort. It means I'll really have to get into what it takes to build a layout that lasts. I want a layout I can bring friends over and show it off. So it's going to be a fair bit of kit.
Let's get some of the basics out of the way. The layout will have a length of 120", with a depth of 36" overall. The layout will be constructed on dense blue foam with heavy duty benchwork. Layout height at the time of this writing is set to 40". The theme is of course logging, with the prototype being the Big Blackfoot Railway.
Track work will be exclusively Code-83 and smaller and wired for full DCC.
Mainline will be single track with a maximum curvature of 18" and a maximum grade of 3%. Switches will be minimized whenever possible and no turning facilities save for the 0-5-0 are planned at this time.
The Big Blackfoot Railway, A Brief History:
And for this I refer to the excellent work, The Big Blackfoot Railway by my friend Bob Bateman. Copies available in the Missoula Public Library.
The Big Blackfoot Railway started life as the Big Blackfoot Milling Company Railway and it's almost sole purpose was to provide mining timbers for the Anaconda Copper Mining Companies Butte mines. The A.C.M had taken ownership of the Big Blackfoot Milling Company in 1898. The primary area of logging was the Potomac valley with three camps, Union Creek, Arkansas Creek and Potomac proper. The railway was to haul logs from the tall timber to the Big Blackfoot River where they would be floated to the Bonner Mill. The railroad really got started around 1904 running from McNamera Landing on the Blackfoot north to Greenough. Log cars were 20 feet long and of the Russell type, loading was accomplished by the McGiffert Loader. The railway was extended to connect with Bonner Jct. and on January 13th, 1910 the Big Blackfoot Railway was incorporated.
The Milwaukee Road purchased the line from the A.C.M. Co. and all deeds were transferred on December 30th, 1916. The first act of the Milwaukee was to complete a branch line direct from the Bonner Mill to McNamara Landing, thus ending the practice of using the river to transport logs. With the arrival of the Milwaukee Road the 40 foot log car and the Slide Ass Jammer were introduced as the McGiffert loader could not handle the increasing loads. It should be noted the role of the Milwaukee Road was that of a "Mainline" with the BBRy feeding it from the lumber camps. In the spring of 1916 the Big Blackfoot Railway in it's entirety left the Potomac valley and was moved to the Nine Mile Area, almost forty miles to the west! The new headquarters was Stark and the timber was transferred to the Milwaukee at Soudan. The Blackfoot area was dormant of logging from 1916-1926 at which point the A.C.M moved operations back to Greenough and resumed logging.
The Milwaukee extended the line 14 miles to Sunset, while the BBRy laid tracks to Belmont, Blanchard and Elk Creeks.
In 1934 the camp was moved again with Cottonwood becoming the end of the line for the Milwaukee and Woodworth for the BBRy. Woodward became the base camp for the A.C.M operations.
Eventually the headquarters was moved to Salmon Lake leaving Woodworth behind. The last Shay locomotives ran in 1948, and by 1957 all hauling was done by truck, sometimes over the roadbed of the former railroad. 1960 saw the end of the logging camps and the headquarters moved to Twin Creeks. The Milwaukee continued to run up the branch line known to one and all as the Big Blackfoot Railway until the tracks were torn up in the 1970's thus marking the end of the railroad era.
Today the Milwaukee Road is no more, and the Bonner Mill has closed ending 122 years of timber production in this area. The towns of Milltown and Bonner are struggling to reinvent themselves and the only reminder of the BBRy lives on in the memories of those who lived during the great age of steam logging.
So there you have the history of the prototype. As I continue to work towards starting construction a few thoughts are constant and I shall put them down in no particular order.
-Ballast if any will be at a minimum. From the photo's I've seen the ties were laid on the ground.
-There will be a switchback. I've wanted one since I started building my last layout. I don't think the real BBRy had one but mine will.
-Switches will all operated by ground throws.
The layout itself will consist of McNamera Landing, Potomac, and Camp 3. Potomac will be the equivalent of a lower landing, with a small sawmill and town. From there it's up the switchback to Camp 3 where the heavy timber will be loaded. Of course certain modelers license is in effect but it should reassemble the prototype quite well. A layout to me is to be played with and that's exactly what I intend to do with this one.
The saga of my previous attempt at a model railroad can be viewed HERE. I'd rather not go into the reasons for it's demise but it is no more and I have a feeling that nothing will be salvaged. Such is the way with such things. What I'm building now is my first adult permanent layout. This means more work, more time, and more effort. It means I'll really have to get into what it takes to build a layout that lasts. I want a layout I can bring friends over and show it off. So it's going to be a fair bit of kit.
Let's get some of the basics out of the way. The layout will have a length of 120", with a depth of 36" overall. The layout will be constructed on dense blue foam with heavy duty benchwork. Layout height at the time of this writing is set to 40". The theme is of course logging, with the prototype being the Big Blackfoot Railway.
Track work will be exclusively Code-83 and smaller and wired for full DCC.
Mainline will be single track with a maximum curvature of 18" and a maximum grade of 3%. Switches will be minimized whenever possible and no turning facilities save for the 0-5-0 are planned at this time.
The Big Blackfoot Railway, A Brief History:
And for this I refer to the excellent work, The Big Blackfoot Railway by my friend Bob Bateman. Copies available in the Missoula Public Library.
The Big Blackfoot Railway started life as the Big Blackfoot Milling Company Railway and it's almost sole purpose was to provide mining timbers for the Anaconda Copper Mining Companies Butte mines. The A.C.M had taken ownership of the Big Blackfoot Milling Company in 1898. The primary area of logging was the Potomac valley with three camps, Union Creek, Arkansas Creek and Potomac proper. The railway was to haul logs from the tall timber to the Big Blackfoot River where they would be floated to the Bonner Mill. The railroad really got started around 1904 running from McNamera Landing on the Blackfoot north to Greenough. Log cars were 20 feet long and of the Russell type, loading was accomplished by the McGiffert Loader. The railway was extended to connect with Bonner Jct. and on January 13th, 1910 the Big Blackfoot Railway was incorporated.
The Milwaukee Road purchased the line from the A.C.M. Co. and all deeds were transferred on December 30th, 1916. The first act of the Milwaukee was to complete a branch line direct from the Bonner Mill to McNamara Landing, thus ending the practice of using the river to transport logs. With the arrival of the Milwaukee Road the 40 foot log car and the Slide Ass Jammer were introduced as the McGiffert loader could not handle the increasing loads. It should be noted the role of the Milwaukee Road was that of a "Mainline" with the BBRy feeding it from the lumber camps. In the spring of 1916 the Big Blackfoot Railway in it's entirety left the Potomac valley and was moved to the Nine Mile Area, almost forty miles to the west! The new headquarters was Stark and the timber was transferred to the Milwaukee at Soudan. The Blackfoot area was dormant of logging from 1916-1926 at which point the A.C.M moved operations back to Greenough and resumed logging.
The Milwaukee extended the line 14 miles to Sunset, while the BBRy laid tracks to Belmont, Blanchard and Elk Creeks.
In 1934 the camp was moved again with Cottonwood becoming the end of the line for the Milwaukee and Woodworth for the BBRy. Woodward became the base camp for the A.C.M operations.
Eventually the headquarters was moved to Salmon Lake leaving Woodworth behind. The last Shay locomotives ran in 1948, and by 1957 all hauling was done by truck, sometimes over the roadbed of the former railroad. 1960 saw the end of the logging camps and the headquarters moved to Twin Creeks. The Milwaukee continued to run up the branch line known to one and all as the Big Blackfoot Railway until the tracks were torn up in the 1970's thus marking the end of the railroad era.
Today the Milwaukee Road is no more, and the Bonner Mill has closed ending 122 years of timber production in this area. The towns of Milltown and Bonner are struggling to reinvent themselves and the only reminder of the BBRy lives on in the memories of those who lived during the great age of steam logging.
So there you have the history of the prototype. As I continue to work towards starting construction a few thoughts are constant and I shall put them down in no particular order.
-Ballast if any will be at a minimum. From the photo's I've seen the ties were laid on the ground.
-There will be a switchback. I've wanted one since I started building my last layout. I don't think the real BBRy had one but mine will.
-Switches will all operated by ground throws.
The layout itself will consist of McNamera Landing, Potomac, and Camp 3. Potomac will be the equivalent of a lower landing, with a small sawmill and town. From there it's up the switchback to Camp 3 where the heavy timber will be loaded. Of course certain modelers license is in effect but it should reassemble the prototype quite well. A layout to me is to be played with and that's exactly what I intend to do with this one.
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