ashington Division jCabooses IS You Needed Job Insuran ABOVE: Viewed from across still waters of the Spokane River in downtown Spokane, , the imposing Union Station is near its end. Once a terminus for Union Pacific passenger trains and a major stop for 's Olympian (later Olympian ) and Columbian, the station is living out its last days. It is March 1972 and the end is near. BELOW: Situated below ground level near Trent Street in Spokane, the "trench" was once home to Milwaukee Road's engine facility and yard. (Both: Mike Denuty) M I L W E S T DISPATCH VOLUME 19 ISSUE NO. 2 JUNE 2006

COVER: Two of Milwaukee Road's CONTENTS transcontinental flagships, trains 261 and 262 meet at Donald, Montana on June 9, Editor's Note 1974. After more than thirty years, all three SD40-2's in the photo are still in It has been a rocky start up, but the train is still on the track. daily service. Unit 21 is currently in lease service as EMD 6305. Units 3007 (137) 4 Letters and 3004 (134) operate in Mexico as FNM 13014 and 13042 respectfully. (D Members write in about the Larry Zeutschel) INSET: A block of or• Dispatch's new image. ange cabooses consisting of 992095, 992221, 992211, and 992123 wait for 5 Washington Division Cabooses their next assignments at Othello, Wash• A compilation of Milwaukee ington on March 27,1976. Notice that Road's cabooses in the Northwest. 992095 is not equipped to operate in Washington State. (Carl Sonner) 8 Flashback ABOVE: A sight to make a boghead Two different people recount proud; 4-6-4 131 waits for the highball at the same derailment in 1972. Spokane, Washington during the late 1940's. The 131, along with sister 130, 9 You needed... Job insurance! were converted to burn oil and trans• Bill Wilkerson recounts another ferred to the Idaho Division in 1944 to story from his days on the railroad. help ease a power shortage. While the engines were normally assigned to pulled 13 The Final Call passenger and troop trains across the gap, in a pinch they could be found in Lines West Lines reports the passing of eight Milwaukee Road employees fast freight service. Both engines were including Wade Stevenson. removed from service in 1952. (Ted H.)

THE OFFICIAL JOURNAL OF MILWEST MILWEST DISPATCH JUNE 2006 2 Milwest Management

Milwest is a Washington State non-profit corpo• From the Editor ration founded in October 1987. It serves to preserve and promote the history of the (former) CM&PS, CM&StP, CMStP&P, Milwaukee The funny thing about traveling a strange road is; you never quite Road Lines West. know where you will end up. Recently attending Eastern Washington Annual membership is based on the calendar University as a non-traditional student has put me on such a road and I year, cost $17.00 (US), and is due no later than January 1. Please make all remittances payable to now must shift through life changes as I begin a new career. Unfortunate• "Milwest" and send to the Treasurer. Persons ly, I will no longer have the considerable time to create each Dispatch joining during the year will receive all issues ol the Dispatch for that year. Other back issues are issue and must step down as editor. I came into the Milwest fold with the available from the Managing Editor. greatest of enthusiasm, an arsenal of new ideas, and the willpower to put The Milwest Dispatch welcomes contributions of those ideas into practice. At the same time, one man cannot endeavor to non-copyrighted articles, photographs, and othei do it alone nor should he reproducible material for publication, with the understanding that no payment of any kind will be expected to. I will be made for their use. All material for publication should be sent to the Managing Editor. Please however stay on long double-space type all manuscripts, or contact enough to produce the Editor to submit on floppy disk, CD, or e-mail.

September issue. If it is Copyright 2006 by Milwest. Reproduction in possible, the December whole or in part by permission only. issue as well. If you move, please notify the Secretary of your In this issue, a compi• new address promptly. lation of Washington Di• vision cabooses during WHOM DO I CONTACT? Milwaukee Road's last Matters pertaining to Milwest policy, aimual decade of western ser• meetings, etc., contact the General Manager. vice along with another New membership applications and inquiries, great story by Bill Wilk• non-receipt of the Dispatch, address changes, contact the Secretary. erson are featured. With• out the Wilkerson article, Existing member renewals ONLY! - Please send direct to the Treasurer. it would have been a hard road to completion for To purchase back issues of the Dispatch, contact the Managing Editor. this issue. Once again, I implore Milwest members to contribute to the Dispatch. Articles, photo• BOARD OF DIRECTORS graphs, company correspondence such as train sheets, orders, etc, will be (REVISED FOR 2006)

considered for publication. Without future contributions, the Dispatch General Manager - Darrell Hirte. P. O. Box will not survive in its current state no matter who is editing it. 164, Wheeler OR 97147 djhirtefgipocketmail.com Of special note, the Milwest website has been updated with a news section. Up to date information and photographs illustrating the Lake Assistant General Manager - Stephen Loop. Benewah trestle collapse can be seen there. The website address is 9637 Kampton Dr., Boise ID 83704-4128 www.milwest. org. Secretary - Dale Miller. 14559 N.W. Dawn- wood Dr., Portland OR 97229-1562 dmillere70(a),comcast.net

Treasurer - Mike Faletti. 91808 N. Harrington Road, West Richland WA 99353 mfalettKSiowt.com

Staff Assistant - Larry Zeutschel. P. O. Box 206, East Helena MT 59635

Staff Assistant - Rocky Gibbs. 444 W. 15* Ave., Spokane WA 99203-2110 rockygjaiasisna.com

Managing Editor - Ryan Reed. P. O. Box 814, Snoqualmie WA 98065-0814 IwogrevhoundsfS.hotmail.com 3 MILWEST DISPATCH JUNE 2006 April 2006 Many members wrote and called about the new image layout for the Dispatch. Future improve• ments such as more color pages, etc. has been dis• cussed by board members.

Voice your opinion at: [email protected]

LETTERS Great job on the April 2006 Milwest Dispatch. The stories about your interests and hobby are interesting. This is just a quick note from a Milwest member to Keep up the good work and thanks for your interest in congratulate you on your first Dispatch issue as editor. managing the Dispatch. 1 just got mine in the mail and it looks good; 1 like the new format and 1 look forward to more. You have Bob and Carol Foley taken on a lot of hard work with the Managing Editor Napa, California position and 1 am sure it seems like a thankless job at times but please know it is appreciated. 1 thought you might be interested to know that Doug Bruss still Editor's note: After the drawn out fiasco with the April works for BNSF in Pasco. I've never met him but 1 2006 issue, your words of encouragement are appreci• recognized his name when 1 read it in your 199 article. ated! With such a dramatic change from the December (Milwest Dispatch April 2006, page 9 - Ed.) Thanks 2005 issue, I wondered how Milwest members would again! take to the new image for the Dispatch. In actuality, many long months worth of hard work went into the John Blau on-going development. As can be seen with the current Vancouver, Washington issue, layout is and will continually be improved upon.

Engine 250 or 251 pulls a fourteen-car Olympian over PeeDee Viaduct sometime in the mid to late 1940s. Barely visible on the left side of the photograph, the train is cutting through a pair of upper-quadrant semaphores located at the east switch of PeeDee siding. (Mike Denuty)

MILWEST DISPATCH JUNE 2006 4 WASHINGTON DIVISION CABOOSES

RYAN H. REED

TOP: A regular visitor to the Washington Division, caboose 991611 brings up the rear markers of a work train at St. Maries, Idaho on October 17,1975. BELOW: With much of its paint succumbing to break-through rust, caboose 992032 sits at St. Maries on June 25,1976. (Both: Carl Sonner)

5 MILWEST DISPATCH JUNE 2006 Local Cabooses Mainline Cabooses

Caboose Series 991600-991615 Bit. 1929 Caboose Series 992015-992064 Bit. 1949 991603 Assigned to the Wl&M Railway 992056 Assigned to transcontinental service until late 1976 992063 " " 991604 Assigned to Port Angeles 991608 Assigned to Caboose Series 992065-992114 Bit. 1951 991611 Assigned to MofW 992079 992081 Caboose Series 991800-991874 Bit. 1939 992085 991832 Assigned to Bellingham rock train service 992094 992096 Caboose Series 991875-991988 Bit. 1940 992101 991877 Assigned to the Wl&M Railway 992106 992109 Caboose Series 991900-991924 Bit. 1941 991904 Assigned to Spokane Caboose Series 992115-992214 Bit. 1956 991905 Assigned to Tacoma- Black River-Renton 992117 992145 Caboose Series 991925-991949 Bit. 1944 992155 991931 Assigned to Tacoma 992158 991935 Assigned to Tacoma 992161 991942 Assigned to Spokane-Coeur D'Alene 992168 991944 Assigned to Seattle 992174 991948 Assigned to Othello 992204 992211 Caboose Series 991950-992014 Bit. 1946 991953 Assigned to Longview-Vancouver-Rocky Caboose Series 992215-992229 Bit. 1973 Point 992215 991971 Assigned to Wl&M Railway 992216 992017 Assigned to Everett 992217 992218 Caboose Series 992015-992064 Bit. 1949 992219 992052 Assigned to Spokane-Metaline Falls 992220 992059 Assigned to Tacoma-Snoqualmie Falls- 992221 Everett 992222 992223 Caboose Series 992065-992114 Bit. 1951 992224 992069 Assigned to Tacoma 992225 992075 Assigned to Tacoma-Portland 992226 992108 Assigned to WAM 992227 992228 Caboose Series 992115-992214 Bit. 1956 992229 992121 Assigned to Tacoma-Bellingham 992124 Assigned to Tacoma-Mineral 992135 Assigned to Tacoma-Morton 992144 Assigned to Tacoma-Portland 992149 Assigned to WAM Special note: This list was compiled from 1970's era 992151 Assigned to Tacoma-Portland photographs and Milwaukee Road train lists circa 1977. 992154 Assigned to WAM Some of the cabooses represented in this list may have 992159 Assigned to Tacoma-Bellingham been sent to eastern divisions or were bad order and out 992181 Assigned to Tacoma-Portland of service during the 1970's. TOP: Caboose 992170 sits in St. Maries, Idaho on April 9,1979. (James Futerer) BELOW: A regular on the Metaline Falls branch, caboose 992052 is at Spokane, Washington on May 26,1975. (Carl Sonner) PREVIOUS PAGE BACKGROUND PHOTO: Caboose 992220 brings up the markers on the Bovill Logger at St. Maries, Idaho on May 26, 1975. (Carl Sonner)

7 MILWEST DISPATCH JUNE 2006 FLASHBACK Tacoma 3/2/77 Disprs:

Around midnight on December 23, 1970, the Belling• 202S2 Non Stop Flight Othello to St. Maries ham local was passing through Duvall, Washington with engines 8003 and 8000. The train broke a rail and 206S2 3 SD40 Run conn out Othello just as soon went off the track, resulting in several other broken possible. They will have grain hoppers to spot at Re• rails, just south of the overhead highway bridge. The vere, and also some for Pine City. When this train 8003 nosed into the soft dirt with the 8000 remaining arrives St. Maries, I want them to have engs 5057 and upright on the ties but completely derailed. Two freight 5056. This power coming on train 207TC27 - howev• cars carrying loads of chips jackknifed and another er, if this train doesn't get to Othello to turn around and derailed. The rest of the train remained upright. No• go back, then arrange to run 206S2 with the SD40 body was injured in the derailment. power and trade at a meeting point. -Dave Sprau 205C26 4 SD40 power all on head end - locotrol Gerald Griffin recounts the same derailment. units in conventional lashup account trouble with air on slaves at Saltese last night. On arrival at Tacoma, I am a long-time resident of Duvall, Washington and use the 2 common units on 206 and work on locotrol have been a train enthusiast for all of my 67 years. One and hold for 200S4. 205 also has 284 DIT for Tacoma. evening back in 1970, I heard a loud "rushing" noise like a truck on our then gravel street. Being a volunteer Spokane - St. Maries tum - usual handling fireman I was soon notified that a train had wrecked right in town. Several of us responded to the site and 900P2 3 units out Portland, one unit bucking ~ if found the crewmen. After assuring all were okay, we continues that way be probably will not clean out examined the engines. One of the crew members told RockyPoint. of a rail sprung out in a big bow and on the advice of the crew, we cleared all of the spectators away for 902P2 Late late call at Portland tonight Engs 5053 safety. If that rail had snapped loose, who knew where 5510 pickup Eng 5001 at RkyPoint and get any busi• it would go. I remember asking a crewman if he was ness left there if he can handle. scared. His reply was, "Man, I was sitting right there..." as he pointed to the 8003's cab window. The Work train South of Tacoma again tomw ~ Othello next day, I took my son Jerry to see the derailment and runs work train tomw 5:30am to pick up scrap Beverly to take a few pictures of the engines. - Othello.

DWP

Young Jerry Griffin stands in front of the wrecked Bell• ingham local at Dnvall, Washington on December 24, 1970. (Gerald Griffin)

MILWESr DISPATCH JUNE 2006 8 I was thumbing through my 1969 Time book and I Our train that night was only about 25 to 30 cars as came across this entry. 7-8-69 264-4002-4000-2056- it was a fourth of July train out of Seattle and we had 2006-2033 MC 9:25 P, Mar 3:00 A, X , Haynes, all the power just to transfer it east. At Miles City, we Preston, Dahl. Derailed 4 cars at Calypso gravel pit. picked up six empty grain box cars to be set out for Boy did that bring back a memory and not to nice a loading at Mildred, Plevna and Baker. We had a mes• one either. Translated is means: July 8,1969, I was sage to pick up 10 battle ships of gravel at Calypso for called for train 264 with SD 45's 4002 and 4000; and work being done east of Marmarth. GP40's 2056, 2006 and 2033. On duty at Miles City at The night was a heavy overcast and black as coal. 9:25 PM, tied up at Marmarth 3:00 AM. I didn't have Neither Preston or I had been in Calypso for a long a fireman and the conductor was Haynes, head brake- time and he asked me if there was a derail on the east man Preston and rear brakeman Dahl. The four cars end. I told him I didn't think so because of the grade up derailed is the story. to the mainline, but to be sure before he started in. I Before the Milwaukee discontinued their Paragon told him I thought it would be better to go in with the gravel pit 7 miles west of Miles City in 1955, they had units so we had a back up head light, but he said bought a gravel bar in the Yellowstone river just north Haynes had instructed him to hang onto the grain of our Calypso bridge crossing the Yellowstone River boxes so we didn't have to fool with the gravel when west of Terry, Montana. They hired a Contractor to we were trying to spot at the elevators. This was the move the gravel fiom the river bank and stock pile it common practice and made sense most of the time, but just north of our track on the east bank of the Yellow• as black as the night was I felt we needed a headlight, stone. The stock piles were over a block long and 15 to to make it safer. 20 feet high. The Milwaukee built a track from just As we came off the bridge we could see the 10 battle east of the bridge down onto the flat between the two ships were loaded and were the very east end of the stock piles and back up to the main line. This track stock piles and right into the curve to the south. They would hold about 30 cars and was probably 6 to 8 feet had been loaded with a company drag line and it was lower than the mainline that was graded up to the north of the cars between them and the gravel. The bridge. There was a sharp descending S curve on the drag lines two flat cars were at the west end of the track east end that dropped down about 6 feet to the level where he had unloaded and the ties he had unloaded loading track. The west end wasn't as sharp a curve, onto were still in place across the end of the first flat but the grade up to the main line was a little steeper. car and track. It was a very inefficient set up as tinny

9 MILWEST DISPATCH JUNE 2006 had to move a drag line in every time they wanted to on them on that sharp curve would probably jackknife load grave. Because of this, they doled out the gravel them and he knew dam well I hadn't backed up fast. I by the shovel full and there was enough to last them 50 told him I had wanted to come in with the units for just years at the rate they were using it. this reason. I couldn't tell him anything and he was sure Preston dropped off and stopped me so we were well that it was going to be my fault. clear of the east switch. He cut me off and then stopped Speed recorders aren't very accurate below 5 MPH me so he could examine the track for a derail and then and my tape had hardly moved up. It showed where I signaled me ahead to the switch. The gravel track ran had slowed down and stopped from 50 MPH and then back parallel to the main for a couple of car lengths a couple of little jogs as I pulled up and backed in. I before it turned north to drop into the pit. Preston had took a pen and marked it and signed it so there to stay at the mainline so I could see his light. He let a wouldn't be any way they could switch tapes on me couple of cars go by him and then stopped me until he and I made a note on the work report that I had signed could get a signal from someone in the pit. He then the tape at MP 1085 at Calypso pit because of derailed gave me a back up signal and I backed up about three cars and put the time and date. or four car lengths and came up solid and the air went. Haynes got on the phone and reported his version to I let it drain off and with five big compressors it didn't the dispatcher. He instructed to take the two grain take long to recover. I looked back and couldn't see any boxes and leave one at Mildred and one at Plevna. light, but this was normal as they had to lace up the air A investigation was called and I had planned to have and inspect the pickup for air hoses and hand brakes. I Kenny Clark represent me but at the last minute he had was still on the straight track on the main line and only to attend a legislative board meeting in Helena. I was one unit was in the pit track with another starting to General Chairman for the Firemen and as it was, going come off the mainline. into the United Transportation Union along with the Finally Haynes and Preston came hurrying up to the conductors and trainmen, I decided to let Hanson, the engine with Haynes yelling for me to get back there Trainmen's Chairman, represent all of us. Just before and see what I had done. He was always excitable and the investigation he informed that he wouldn't repre• now he was wild. I leaned out the window and asked sent both sides as two of his members claimed it was him what he was yelling about. If anyone should have my fault, so I had to represent myself. been mad it would have been me for the rough cou• Preston testified as to exactly what happened and pling. He kept yelling that it was all my fault and I had that we only moved slow about three or four cars at the backed up like a mad man and was the poorest engi• most and he hadn't given me a easy sign because he neer on the railroad. I got my flashlight and got down didn't get any easy sign from anyone in the pit. to find out what was wrong with him. All he would say The thing that helped me the most was Dahl's way it was all my fault and I was going to take the testimony trying to hang me. To show what a good blame and to get on the phone and tell the dispatcher employee he was, he testified that I hit the gravel so what I had done. I had no judgment of speed or any• hard they started running away. He had dashed along thing else. I told him we hadn't moved four car lengths the cars setting hand brakes and just got them stopped and he knew it. I went back to see what had caused all before they would have hit the train on the bridge. the excitement. When I got back there I could see that Without out his speed and muscle we would have the empties had coupled into the loads on the sharp really had a mess. The fact that the track raised about curve and had jackknifed to the north between the first eight feet up to the mainline and the drag line cars were and second car. The second and third cars had jack• on the track with the unloading ties still across the knifed enough to derail the front truck on the third car track never entered his whisky-numbed brain. The and the front wheel on the fourth car. I tried to show total length of the track shows as 3075 feet so it could him that it was the sharp curve and the light empties hold about 30 or more battleships. between the loads and the locomotives that had jack• At the investigation, I asked the car foreman that knifed the cars, not speed as he claimed. The third and had gone out to help repair the cars, how far they had fourth cars had just lifted one wheel off the rail. Here moved. He said they hadn't moved because there was we had six empty light grain boxes on a sharp curve still gravel over the rails between the cars that had between about 1000 tons of gravel and about 750 to spilled form the bucket during loading. 800 tons of locomotives so naturally the rough joint I told the Trainmaster that here was proof that the had derailed them. I tried to tell him that just pushing testimony from the rear trainmen was all false. He had

MILWESr DISPATCH JUNE 2006 10 RIGHT: Four-year-old SD45's 4003 and 4000 wait for their next assign• ment at Harlowton, Mon• tana on August 23,1972. BELOW: At Harlowton the same day, one-time passenger assigned FP45's 5,1, along with brand new SD40-2 3024, are parked near the 4003 and 4000. Within a few years, the cowl units will be pulled back the Mid• west divisions for good. (Both: D Larry Zeutschel) been out there the next day and had seen for himself said "Hell, you were the only one on the crew with that the gravel hadn't moved and they certainly hadn't JOB INSURANCE". I assured him that he had better run wild for 20 car lengths up to the mainline So he take out two policies because if I ever got the chance closed the investigation. He also had my signed speed• he would sure need them. It also convinced me that I ometer tape which proved my story. had better join the Engineers union which I did as soon Later Preston told me that he was sure Haynes as my term as chairman expired. wasn't at the head end when he gave the signal to back This shows what an engineer is up against. They up and Preston passed it on to me. He wasn't there to have proof that you moved the engine, but you don't make the joint and when he heard us stop he didn't have any proof of the signals you got or didn't get. It know that we already had two or three cars started in was the reason that I always kept my job insurance paid the pit track. When I jumped him about it later he up. J^

2006 Milwest Annual Meet August 10 - 12, 2006

Best Western GranTree Inn 1325 North 7*** Avenue Bozeman, Montana 59715-2511 Phone (800) 624-5865 or (406) 587-5261

We have a special room rate but you must reserve before July 10 . To get the Milwest rate, be sure to state either that you are attending the meet, or specify code number 803356. Bozeman is both a college town and a very busy summer recreation center, so making reservations as soon as possible is strongly recommended. The GranTree does not give a low rate, so you may wish to stay at one of the other many available accommodations in Bozeman. Most national chains are represented as well as some local independents. There is a commercial airport by Belgrade some seven miles northwest from Bozeman, but check with a travel agent fro available airlines and arrangements. The GranTree is located along 7^^ Street's west side just south off Interstate 90's exit 306, and has a restaurant. The main line of the Montana Rail Link runs nearby along Bozeman's northeast side.

Meet Activities

Bus tour along the former Gallatin Valley Railway line grades from Bozeman to Manhattan including lunch at the Gallatin Gateway Inn, and Belgrade branch (all on Friday, August 11).

Bus tour along the former Gallatin Valley Railway's branchline grade from Bozeman to Menard and former Milwaukee Road mainline grade from Maudlow to Menard, with lunch (selections of sandwiches plus sodas) at Belgrade. Banquet followed by XXIVAnnual Business Meeting both in the GranTree Inn (all on Saturday, August 12).

Panel discussions featuring former Milwaukee Road employees are currently planned for both Friday and Saturday afternoons at the GranTree Inn. Check the Milwest website (www.milwest.org) for further updates. There will also be slides shows, tours, member exhibits, and displays, and of course, the usual interaction and discussions among the members. Come join your friends and acquaintances in Bozeman!

MILWEST DISPATCH JUNE 2006 12 jHMh) T< T ri r: n w n n T T. T TT T:

OSCAR HAROLD LINDHAG Passed away on February 28, 2006, he worked for the Milwaukee Road in the Maintenance - of - Way Department with a Seniority Date as Laborer 10/18/48 at Ewan, Washington and as Forman 4/3/53 at Rosalia, Washington. He worked until the Milwaukee Shutdown in 1980.

ROLLYN 'BUD' ALLEN Passed away on March 10, 2006 at the age of 74, he worked for the Milwaukee Road as a Sub-Station Operator with seniority date of 12/23/63 until the abandonment of electrification, after which he worked in the U.S. Postal Service in Whitehall and Poison, Montana until his retirement In 1994. SHERMAN E. LEE Passed away on February 18, 2006 at the WADE J. STEVENSON age of 82, he began working for the Passed away on April 12, 2006, at the age of Milwaukee Road in Three Forks, Montana 81 in the Lakridge Nursing Home in Moses and stayed with the railroad until his Lake, Washington, he worked at many places retirement in 1983. His service with railroad in before he went to work for the Milwaukee Three Forks, he held several positions while Road at Othello, Washington in 1945 at the employed from Train Dispatcher in Deer round house until the round house shut down Lodge to official positions on Lines East. He In 1980. Wade, as many know, was a prolific was an avid golfer and Milwaukee Road photographer of railroad trains and Picnic Chairman in Three Forks, and a good equipment as many of his photos appear in friend to many former railroaders. magazines and the Milwaukee Road was great favorite of his. His ashes were scattered BERYL RENTEL where he love to take pictures. Passed away on February 22, 2006 In Spokane, Washington at the age of 84, Beryl RALPH 'PINKY' HARRIS worked for the Milwaukee Road on the Idaho Passed away on April 21, 2006 at the age of Seniority District as a Spokane Yardman with 79 at the St. Patrick Hospital in Missoula, a seniority date of 4/15/52. He was a WWII Montana. His working career was spent with veteran serving In the U.S. Marine Corp with the Milwaukee Road for 23 years, after his service in Guadalcanal, Tarawa and Spain Milwaukee Road service he worked on the was discharged with the rank of captain. family ranch and in logging. He was a WWII veteran having served in the U.S. Navy. DALE V. FINLEY Passed away on February 25, 2006 at the OWEN D. MAXWELL age of 82 Dale was long time agent at Passed away on May 16, 2006 at the age of Bellingham, Washington with a Coast 82 at the Sacred Heart Hospital in Spokane, Division Seniority Date of 4/27/43 as Washington, Owen, worked for the Agent/Operator, he worked in Raymond, Milwaukee Road as Fireman (Seniority Date Frederickson and Everett, Washington before of 6/6/1943) and as an Engineer (Seniority going to Bellingham. After the Milwaukee Date of 10/04/1950) on the Idaho Seniority Road shut down he worked for the BN in District out of Maiden, Washington Bellingham until he retired. I

ABOVE: October 13,1988 found St. Maries River Railroad SW1200 502 leading the Plummer Turn over Lake Benewah trestle, formerly known as EE-40. In striking contrast to the SD40-2's and big G.E.'s that once pounded over the wooden trestle; the nine car train is easily handled by a single switch engine. BELOW: Later the same day, the Plummer Turn brings its train into Plummer, Idaho to interchange cars with Union Pacific. (Both: Ryan Reed) TOP: Looking a little ont of place, caboose 992220 has taken a break from its mainline chores to work the Elk River branch on September 4,1976. The train is holding jnst ontside of St. Maries, Idaho. BELOW: Assigned to the Spokane area during the 1970's, mainly the Coenr d' Alene local, caboose 991942 is spotted in the Spokane yard on May 26, 1975. The caboose will ultimately be sold to the St. Maries River Railroad. (Both: Carl Sonner)